Design method of inner partition wall of vehicle body and inner partition wall structure

Abstract

The application provides a design method and structure of a car body inner partition wall, which comprises the following steps: obtaining design targets, assembly parameters, material parameters and original inner partition wall structure data of the car body inner partition wall; the assembly parameters comprise parameters suitable for the installation of a car door guide rail and the overall assembly requirements of a bathroom; the design target is to avoid the diamond modal frequency of the car body from the frame snake frequency; the material parameter is a steel material; part of a car body finite element model is intercepted from the original inner partition wall structure data; based on the part of the car body finite element model, the design target and the assembly parameter, local topological optimization boundary conditions and multiple groups of design structures are constructed; based on the local topological optimization boundary conditions, the multiple groups of design structures are iteratively solved and optimized to obtain a final topological optimization structure; and the final topological optimization structure is geometrically reconstructed to obtain a target inner partition wall structure meeting the material parameter. The application strengthens the diamond resistance of the car body, releases the effective space of the passenger room and improves the passenger riding experience.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, specifically to a design method and structure for an internal partition wall inside a vehicle. Background Technology

[0002] With the continuous development of rail transit technology, centralized power EMUs, as an important means of railway passenger transport, have been widely used in trunk railways and intercity transportation networks due to their advantages such as high transport efficiency and strong adaptability. However, during long-term operation, these EMUs have repeatedly experienced abnormal shaking, which has become a key issue restricting the improvement of operational quality.

[0003] The root cause of the shaking phenomenon lies in abnormal wheel-rail matching. When the equivalent cone of the wheelset exceeds the reasonable range, it directly triggers periodic hunting instability vibrations in the bogie frame, with a vibration frequency stable in the 7Hz~10Hz range. More critically, the diamond mode frequency of the existing power-centralized EMU car body is approximately 7.5Hz, which falls precisely within the frequency bandwidth of the frame's hunting vibration, creating a typical resonance effect. The vibration energy of the frame is efficiently transmitted to the car body through the suspension system, and is significantly amplified by resonance, ultimately manifesting as obvious abnormal shaking of the vehicle, affecting passenger comfort. Therefore, to fundamentally solve the abnormal shaking problem of power-centralized EMUs and reduce operating costs, it is necessary to increase the diamond mode frequency of the car body to effectively isolate it from the 7Hz~10Hz hunting frequency of the frame.

[0004] Currently, traditional technology uses a wooden partition structure, bolted to the side walls on both sides of the vehicle body. A crossbeam is installed on the wooden partition, connecting to the upper beam of the vehicle body to mount the door system rails, thus dividing the vehicle into a passenger area and a passageway area. However, the wooden partition itself has low anti-rhombic stiffness, and the connection stiffness with the side walls is insufficient, resulting in a weak overall anti-rhombic stiffness of the vehicle body. This ultimately leads to a low rhombic modal frequency (7.5Hz) in the prepared state, making it prone to resonance with the frame's serpentine vibration frequency (7Hz~10Hz). Furthermore, the total thickness of the wooden partition reaches 120mm, occupying valuable passenger space and affecting the passenger's comfort. Summary of the Invention

[0005] To address one of the aforementioned technical deficiencies, this application provides a design method and structure for an internal partition wall within a vehicle.

[0006] The first aspect of this application provides a method for designing a partition wall inside a vehicle, the method comprising: The design objectives, assembly parameters, material parameters, and original structural data of the interior partition wall are obtained. The assembly parameters include those for adapting to the installation of the door rails and the overall assembly requirements of the bathroom. The design objective is to ensure that the rhomboid modal frequency of the vehicle body avoids the serpentine frequency of the frame. The material parameters are for a rigid material. A portion of the vehicle body finite element model was extracted from the original internal partition wall structure data; Based on the partial finite element model of the vehicle body, the design objectives, and the assembly parameters, local topology optimization boundary conditions and multiple sets of design structures are constructed. Based on the local topology optimization boundary conditions, the multiple sets of design structures are iteratively solved and optimized to obtain the final topology optimization structure; The final topology-optimized structure is geometrically reconstructed to obtain the target internal partition wall structure that conforms to the material parameters.

[0007] In one embodiment, a portion of the vehicle body finite element model is extracted from the original internal partition wall structure data, including: The main structure in the original internal partition wall structure data is retained; the main structure includes the inner end wall door frame and the beam area. The remaining area structure is filled with solid mesh to obtain the partial vehicle body finite element model; the remaining area structure includes inclined beams or partial beams, and the partial beams are beam structures with dimensions smaller than a preset threshold.

[0008] In one embodiment, the local topology optimization boundary conditions include: optimization objective and constraints; Based on the aforementioned partial finite element model of the vehicle body, the aforementioned design objectives, and the aforementioned assembly parameters, local topology optimization boundary conditions and multiple sets of design structures are constructed, including: Based on the assembly parameters and the space dimensions at the end of the vehicle body, the partial finite element model of the vehicle body is divided into a design domain and a non-design domain; the design domain refers to the optimizable area of ​​the internal partition wall, and the non-design domain is the fixed structural area of ​​the internal partition wall; Based on the design objectives, the lower edges of the two side beams of the vehicle body are constrained to simulate the actual installation and fixing state. A lateral load is applied to the top of the vehicle body to make the part of the vehicle body form a rhomboid deformation mode, and equivalent substitution modal analysis is performed. The optimization objective is to minimize structural displacement, and the volume fraction of the design domain is used as a constraint. At least six design structures are constructed by adjusting the design domain and adding or removing components.

[0009] In one embodiment, the volume fraction of the design domain is used as a constraint, including: The material density of the design domain is set using a variable density method; Based on the material density, a volume fraction is generated and used as a constraint.

[0010] In one embodiment, the design structure includes: an initial design domain structure, a connecting seat stiffening plate structure, a doorway beam removal structure, a base frame with added small crossbeams structure, a filling solid mesh structure, and a doorway triangular area with added design domain structure. The connecting seat stiffening plate structure refers to the structure formed by adding stiffening plates inside the connecting seat connected to the curved beam based on the initial design domain structure; the doorway beam removal structure refers to the structure formed by removing the two inclined beams above the doorway based on the connecting seat stiffening plate structure; the base frame adding small crossbeam structure refers to the structure formed by adding small crossbeams in the base frame area below the inner end wall based on the connecting seat stiffening plate structure; the filling solid mesh structure refers to the structure formed by removing the doorway inclined beams and filling their area with solid mesh as a topology-optimized region based on the base frame adding small crossbeam structure; the doorway inclined triangle region adding design domain structure refers to the structure formed by adding a partial topology-optimized region between the two inclined triangle regions above the doorway based on the filling solid mesh structure.

[0011] In one embodiment, based on the local topology optimization boundary conditions, the multiple sets of design structures are iteratively solved and optimized to obtain topology optimization results, including: For each design structure, topology optimization iterations are performed at different volume fractions. Based on sensitivity analysis, the element density is adjusted, inefficient materials with element density approaching 0 are deleted, and key regions with element density approaching 1 are retained. The compliance data of each design structure is output. The compliance data includes: compliance-volume fraction curves. By comparing the flexibility data of each design structure, the design structure with the smallest flexibility and that satisfies the volume fraction constraint is selected as the final topology optimization structure.

[0012] In one embodiment, the final topology-optimized structure is geometrically reconstructed to obtain a target internal partition wall structure that conforms to the material parameters, including: Based on the final topology optimization structure, key regions are identified and reinforcement structures are arranged in the key regions to obtain the processed structure. Obtain the process information of the internal partition wall; the process information includes welding process information and bolting process information; The processed structure is then processed using a 3D rendering program, and a target internal partition wall structure conforming to the material parameters is generated by representing it through a 3D solid model according to the process information.

[0013] In one embodiment, the arrangement of the reinforcement structure in the critical area includes at least one of the following: Add a diagonal beam above the crossbeam; add a supporting structure at the entrance of the inner partition wall; add vertical beams on both sides of the doorway pillars; add vertical beams to the side wall pillars; add stiffening plates inside the inner partition wall and the roof curved beam mounting base; add a diagonal beam below the crossbeam of the base frame; add a diagonal beam below the crossbeam.

[0014] A second aspect of this application provides an internal partition wall structure, the internal partition wall structure comprising: The end cap is fixedly connected to the top of the vehicle body; Two partition wall assemblies, each comprising a first partition wall and a second partition wall, wherein the first partition wall and the second partition wall are respectively fixedly connected to the side walls on both sides of the vehicle body and the end top. An inclined support beam is fixedly connected to the end top, the first partition wall, and the second partition wall respectively; The underframe crossbeam is fixedly connected to the bottom of the first partition wall, the bottom of the second partition wall, and the bottom of the vehicle body.

[0015] The vehicle interior partition wall design method and structure provided in this application embodiment include: acquiring the design target, assembly parameters, material parameters, and original interior partition wall structure data; the assembly parameters include parameters adapted to the installation of door guide rails and the overall assembly requirements of the restroom; the design target is to make the rhomboid modal frequency of the vehicle body avoid the serpentine frequency of the frame; the material parameter is a rigid material; extracting a portion of the vehicle body finite element model from the original interior partition wall structure data; based on the portion of the vehicle body finite element model, the design target, and the assembly parameters, constructing local topology optimization boundary conditions and multiple sets of design structures; based on the local topology optimization boundary conditions, iteratively solving and optimizing the multiple sets of design structures to obtain the final topology-optimized structure; and geometrically reconstructing the final topology-optimized structure to obtain the target interior partition wall structure that meets the material parameters.

[0016] Compared with existing technologies, this method can accurately anchor the direction of technical improvement by acquiring the design goals, assembly parameters, material parameters of the rigid material, and original internal partition wall data of the vehicle body partition wall. This provides a clear basis for subsequent optimization and effectively avoids optimization from deviating from actual application requirements. Among them, the rigid material can significantly improve the structural foundation stiffness compared with traditional wood materials. By extracting a part of the vehicle body finite element model from the original internal partition wall structure data, key optimization areas can be focused on, improving the efficiency and accuracy of subsequent topology optimization. Based on the partial vehicle body finite element model, design goals, and assembly parameters, local topology optimization boundary conditions and multiple sets of design structures can be constructed to ensure that the optimization process not only meets the core performance requirement of avoiding resonance in the vehicle body rhomboid mode, but also conforms to the actual process requirements of door guide rails and toilet assembly. The construction of multiple sets of design structures provides sufficient samples for screening the optimal solution and avoids the performance shortcomings that may exist in a single solution. Based on local topology optimization boundary conditions, multiple design structures are iteratively solved and optimized to obtain the final topology-optimized structure. By comparing the stiffness, modal, and other performance data of different design structures, the structural form that maximizes the anti-rhomboid stiffness of the vehicle body is selected, thereby increasing the vehicle body's rhomboid modal frequency from 7.5Hz to avoid the 7Hz~10Hz serpentine frequency range and completely avoiding the risk of resonance. At the same time, lightweight design is achieved through efficient material distribution, avoiding excessive weight increase associated with stiffness improvement. The final topology-optimized structure is geometrically reconstructed to obtain the target internal partition structure that meets the parameters of rigid materials. This not only transforms the optimization results into a practically producible physical structure, but also further enhances the vehicle body's anti-rhomboid performance by leveraging the high stiffness characteristics of rigid materials. Compared to the traditional 120mm thick wooden partition, the target internal partition structure can significantly reduce the thickness, freeing up effective passenger space and improving the passenger experience. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the internal partition wall structure in the prior art provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application; Figure 3 A schematic flowchart illustrating an embodiment of the internal partition wall design method provided in this application; Figure 4 This is a schematic diagram of the structure of a partial finite element model of a vehicle body provided in an embodiment of this application; Figure 5 This is a schematic diagram of the design domain and non-design domain provided in an embodiment of this application; Figure 6 This is a flowchart illustrating a method for constructing local topology optimization boundary conditions and multiple sets of design structures according to an embodiment of this application. Figure 7 This is a schematic diagram of the initial design domain structure provided in an embodiment of this application; Figure 8 This is a structural schematic diagram of a connecting seat stiffener plate structure provided in an embodiment of this application; Figure 9 This is a structural diagram illustrating the removal of the doorway sloping beam structure according to an embodiment of this application; Figure 10 This is a schematic diagram of the structure of the base frame with smaller crossbeams provided in one embodiment of this application; Figure 11 This is a schematic diagram of a filled solid mesh structure provided in an embodiment of this application; Figure 12 A schematic diagram of the structure for adding a design domain to the oblique triangular area at the entrance provided in an embodiment of this application; Figure 13 A schematic diagram of the compliance curve of the final topology optimization structure provided in an embodiment of this application; Figure 14 A schematic diagram of the topology optimization results of various design structures provided in an embodiment of this application; Figure 15 A schematic diagram of the final topology provided in one embodiment of this application; Figure 16 This is a structural schematic diagram of a target internal partition wall structure provided in an embodiment of this application; Figure 17 A schematic diagram of the finite element model corresponding to the target internal partition wall structure provided in an embodiment of this application; Figure 18 A schematic diagram comparing the rhomboid modes of a conventional vehicle body, a wooden interior partition wall, a traditional steel structure interior partition wall, and a topological structure interior partition wall, provided for an embodiment of this application; Figure 19 This is a schematic diagram of an internal partition wall structure provided in one embodiment of this application.

[0018] Explanation of reference numerals in the attached figures: Top break -10, inclined support beam -20, base frame crossbeam -30, first partition wall -41, second partition wall -42, fixed main beam -50, transverse load -60, design domain -70, fixed constraint -80. Detailed Implementation

[0019] In the process of realizing this application, the inventors discovered that the traditional interior partition structure uses a wooden partition structure, which has the problems of weak overall rhomboid stiffness of the vehicle body, easy resonance with the snake vibration frequency of the frame, and occupation of the effective space of the passenger compartment.

[0020] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0021] As mentioned in the background section, please refer to Figure 1 As shown, Figure 1 This is a schematic diagram of the internal partition wall structure in the existing technology. The power-centralized EMU currently in operation adopts a long cylindrical thin-walled welded structure for its car body. The car body structure is divided into a first end and a second end along the length direction. Internal partition walls (inner end walls) are set at both ends. These partition walls are an important part of the end structure of the car body and also play a key role in dividing the interior space and ensuring the passenger environment.

[0022] The interior partition wall's structural design includes: the main body uses two layers of 22mm thick plywood as the core material, with a hollow layer inside, resulting in a total wall thickness of 120mm. For installation, the two edges of the partition wall are bolted to the vehicle wall, ensuring connection strength and structural stability. A transversely arranged beam structure is also fixedly installed on the partition wall, precisely aligning with the upper edge beam of the vehicle body. Its core purpose is to provide a stable mounting base for the sliding rails of the door system, ensuring smooth and reliable door opening and closing. Through the rational arrangement of the interior partition wall, the interior of the vehicle is clearly divided into a seating area and a passageway area, effectively blocking noise and vibration from the passageway area from transmitting to the seating area, creating a comfortable and quiet riding environment for passengers.

[0023] From the perspective of car body dynamics, this type of EMU exhibits two key characteristic frequencies in its car body's diamond-shaped modes: one is the car body itself, i.e., the diamond-shaped mode frequency is 9.52Hz when no interior components, equipment, or accessories are installed; the other is when the vehicle is in a ready-to-go state (i.e., when the interior components are assembled and equipment is installed, approaching the actual operating load), the car body's diamond-shaped mode frequency drops to 7.5Hz. The decrease in mode frequency in the ready-to-go state is mainly due to the combined effects of the weight distribution and connection stiffness of interior components such as partitions, as well as the ready-to-go load. The 7.5Hz ready-to-go diamond-shaped mode frequency falls precisely within the 7Hz~10Hz frequency range of the bogie frame's snake-like instability vibration, which becomes one of the core structural factors inducing car body resonance and causing abnormal vehicle shaking.

[0024] However, the existing wooden partition wall has low anti-rhombic stiffness and insufficient connection stiffness with the side wall, resulting in a weak overall anti-rhombic stiffness of the vehicle body. This ultimately leads to a low rhombic modal frequency (7.5Hz) in the vehicle body under prepared conditions, which is prone to resonance with the snake vibration frequency (7Hz~10Hz) of the frame. Furthermore, the total thickness of the wooden partition wall is 120mm, which occupies the effective space of the passenger compartment and affects the passenger's riding experience.

[0025] To address the aforementioned shortcomings, this application provides an internal partition wall design method. Compared to related technologies, the technical solution in this application, by acquiring the design objectives, assembly parameters, material parameters of the rigid material, and original internal partition wall structural data, can accurately anchor the direction of technical improvement, providing a clear basis for subsequent optimization and effectively avoiding optimization deviating from actual application needs. The rigid material significantly improves the structural foundation stiffness compared to traditional wood materials. Extracting a portion of the vehicle body finite element model from the original internal partition wall structural data allows focusing on key optimization areas, improving the efficiency and accuracy of subsequent topology optimization. Constructing local topology optimization boundary conditions and multiple design structures based on a portion of the vehicle body finite element model, design objectives, and assembly parameters ensures that the optimization process not only meets the core performance requirement of avoiding resonance in the vehicle body's rhomboid modes but also conforms to the actual process requirements of door guide rails and toilet assembly. The construction of multiple design structures provides sufficient samples for selecting the optimal solution, avoiding single-source optimization. The proposed solution may have performance limitations. Based on local topology optimization boundary conditions, multiple design structures are iteratively solved and optimized to obtain the final topology-optimized structure. By comparing the stiffness, modal, and other performance data of different design structures, the structural form that maximizes the vehicle body's anti-rhomboid stiffness is selected. This raises the vehicle body's rhomboid modal frequency from 7.5Hz to avoid the 7Hz~10Hz serpentine frequency range, completely eliminating resonance risks. Simultaneously, lightweight design is achieved through efficient material distribution, avoiding excessive weight increase associated with stiffness enhancement. Geometric reconstruction of the final topology-optimized structure yields a target internal partition structure that conforms to the parameters of rigid materials. This not only transforms the optimization results into a practically producible structure but also further enhances the vehicle body's anti-rhomboid performance thanks to the high stiffness characteristics of rigid materials. Compared to traditional 120mm thick wooden partitions, the target internal partition structure can significantly reduce thickness, freeing up effective passenger space and improving the passenger experience.

[0026] The solutions in this application embodiment can be implemented using various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0027] Please see Figure 2 The present application provides a schematic diagram of the structure of an example computer device. Figure 2As shown, the computer device includes a processor, memory, network interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media can be, for example, a hard disk. The non-volatile storage media stores files (which can be files to be processed or processed files), an operating system, and computer programs. The internal memory provides an environment for the operating system and computer programs stored in the non-volatile storage media to run. The network interface of the computer device is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements a design method for a partition wall inside a vehicle. The display screen of the computer device can be a liquid crystal display (LCD) or an e-ink display. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad mounted on the computer device's casing, or an external keyboard, touchpad, or mouse. The aforementioned computer device can be an edge computing device.

[0028] Please see Figure 3 The following embodiments use the aforementioned computer equipment as the execution subject, and specifically illustrate the application of the vehicle interior partition design method provided in this application to the aforementioned computer equipment for data processing. The vehicle interior partition design method provided in this application includes the following steps 201-205: Step 201: Obtain the design objectives, assembly parameters, material parameters, and original internal partition wall structure data; assembly parameters include parameters to adapt to the installation of door guide rails and the overall assembly requirements of the bathroom; the design objective is to make the rhomboid modal frequency of the vehicle body avoid the serpentine frequency of the frame; the material parameter is a rigid material.

[0029] Understandably, the traditional wooden interior partition wall, while thick, has poor rigidity in its connection with the vehicle body and low resistance to rhombic deformation. This results in the vehicle body's overall rhombic modal frequency being only 7.5Hz, falling into the 7Hz~10Hz serpentine frequency range of the frame and causing vehicle vibration, thus failing to meet technical requirements. The design objective in this application, however, clarifies the specific threshold for improving the vehicle body's resistance to rhombic deformation based on actual problems. The assembly parameters are adapted to the installation requirements of the door rails and the overall assembly of the restroom, ensuring that the optimized interior partition wall does not disrupt the vehicle's original functional layout, based on practical application scenarios. These assembly parameters can include assembly components and connection parameters.

[0030] It should be noted that by setting the material parameters to a rigid material instead of traditional wood, the elastic modulus of steel (approximately 206 GPa) is significantly higher than that of wood (approximately 10 GPa). This provides a fundamental support for improving the anti-rhomboid stiffness of the inner partition wall itself, thereby enhancing the overall stiffness of the vehicle body. The original inner partition wall structural data contains key information such as the dimensions, connection methods, and assembly interfaces with the vehicle body of the traditional inner partition wall. This provides a benchmark for subsequent extraction of the finite element model and comparison of optimization effects, preventing the optimization process from becoming disconnected from the existing vehicle body structure. This original inner partition wall structural data can be the finite element model data obtained by performing finite element processing on a solid wooden inner partition wall structure using finite element software.

[0031] Optionally, the assembly parameters, material parameters, and original internal partition wall structure data mentioned above can be imported from external devices, obtained from databases or blockchains, or obtained by real-time analysis and processing of the original data. This embodiment does not limit the acquisition method.

[0032] This step, by acquiring design objectives, assembly parameters, material parameters, and original internal partition wall structure data, provides clear and quantifiable directions and constraints for subsequent optimization, facilitating the design of internal partition wall structures that meet the requirements.

[0033] Step 202: Extract a portion of the vehicle body finite element model from the original internal partition wall structure data.

[0034] In this embodiment, the original internal partition wall structure data can contain complete information such as the overall size of the vehicle body, the connection relationship of components, and material properties. If optimization is performed directly based on the overall model, the model size will be too large and the amount of computation will surge due to the inclusion of a large number of redundant areas that are unrelated to the performance of the internal partition wall. This will not only prolong the optimization cycle, but may also mask the performance shortcomings of key areas such as the connection between the internal partition wall and the vehicle body and the force flow transmission path due to data redundancy.

[0035] After obtaining the original internal partition wall structure data, by extracting a portion of the vehicle body finite element model, the end areas of the vehicle body where the internal partition wall is located can be selectively retained, such as the side walls, underframes, and upper beams of the first / second end that are directly connected to or stress-related to the internal partition wall. At the same time, irrelevant and redundant parts are eliminated. This not only significantly reduces the model's computational load and improves the iteration efficiency of subsequent topology optimization, but also allows us to focus on core optimization points such as the connection stiffness between the internal partition wall and the vehicle body, and the efficiency of force flow transmission. This ensures that the finite element analysis results accurately reflect the influence of the internal partition wall on the vehicle body's rhomboid mode, providing a focused and efficient analysis platform for subsequently constructing local topology optimization boundary conditions and designing multiple sets of optimized structures, avoiding resource waste and accuracy deviations caused by blind optimization.

[0036] In the process of extracting a portion of the vehicle body finite element model from the original internal partition wall structure data, the main structure in the original internal partition wall structure data is retained; the main structure includes the inner end wall door frame and the crossbeam area; the remaining area structure is filled with solid mesh to obtain a portion of the vehicle body finite element model; the remaining area structure includes inclined beams or some beams, and some beams are beam structures with dimensions smaller than a preset threshold.

[0037] The aforementioned preset threshold can be customized according to actual needs, and some beams can be small beam structures with values ​​below the threshold. The partial finite element model of the vehicle body shown above can be found in [reference needed]. Figure 4 As shown.

[0038] Specifically, the inner wall frame, as the core load-bearing structure for the installation of the door guide rail, is directly related to the smoothness and reliability of the door opening and closing. Its structural integrity is crucial to the assembly adaptability of subsequent optimization schemes. If this main structure is omitted or simplified, the optimized inner partition wall may fail to meet the accuracy requirements of the door guide rail installation, violating the assembly parameter constraints. The crossbeam area is the core component connecting the traditional inner partition wall and the upper beam of the vehicle body. It plays a role in transmitting lateral forces and supporting the overall stability of the inner partition wall. Its structural form and stiffness characteristics directly affect the vehicle body's resistance to rhomboid deformation. Retaining this main structure ensures that the finite element model accurately reproduces the force transmission path between the inner partition wall and the vehicle body, providing an analytical basis for subsequent topology optimization that fits the actual stress scenario, and avoiding the optimization results from being out of touch with actual working conditions due to the absence of the main structure.

[0039] Filling the remaining structural areas, such as inclined beams and beams smaller than a preset threshold, with solid meshes is an optimization strategy that balances the accuracy of finite element model analysis with computational efficiency. These remaining areas are mostly auxiliary support components in the original interior partition walls, with small dimensions and limited load-bearing contribution. Modeling them with complete details of the original structure would significantly increase the number of meshes and computational complexity, leading to excessively long iteration cycles for subsequent topology optimization. However, using solid meshes allows for the simulation of material distribution and basic stiffness in these areas through a continuous mesh structure, avoiding the interruption of force transmission and distortion of analysis results caused by directly deleting these areas. Furthermore, simplifying non-core structures reduces redundant computation, allowing the finite element analysis to focus on the relationship between the main structure (such as the end wall frames and beams) and the performance of the interior partition walls, thus improving the efficiency of topology optimization.

[0040] Step 203: Based on the partial finite element model of the vehicle body, design objectives, and assembly parameters, construct local topology optimization boundary conditions and multiple sets of design structures.

[0041] The boundary conditions for the aforementioned local topology optimization include: the optimization objective and the constraints. See also... Figure 5 As shown, Figure 5The partial finite element model of the vehicle body includes a fixed main beam 50, a lateral load 60, a design domain 70, and fixed constraints 80. After obtaining the partial finite element model of the vehicle body, design objectives, and assembly parameters, the design domain 70 needs to be defined based on the structural dimensions of the air conditioning duct structure, toilet, and interior door within the vehicle body. The remaining areas are set as non-design domains, and load equivalence is used to replace modal analysis. Fixed constraints 80 are set, that is, the lower edges of the two side beams are constrained, and a lateral load 60 is applied to the roof, causing the truncated portion of the vehicle body to form a rhomboid deformation mode. The local topology optimization boundary conditions clarify the optimization objectives, constraints, and load scenarios, providing a unified evaluation standard for multiple sets of design structures. Among them, the optimization objectives include avoiding the 7Hz~10Hz serpentine frequency of the rhomboid mode of the vehicle body, constraints include volume fraction and assembly interface limitations, and load scenarios include lateral loads simulating the rhomboid deformation of the vehicle body. Step 204: Based on the local topology optimization boundary conditions, iteratively solve and optimize multiple sets of design structures to obtain the final topology-optimized structure.

[0042] Step 205: Perform geometric reconstruction on the final topology-optimized structure to obtain the target internal partition wall structure that meets the material parameters.

[0043] Specifically, after constructing the topology-optimized boundary conditions, the influence of different structures on the rhombic modes can be analyzed according to design requirements. Multiple boundary conditions are designed to obtain multiple sets of design structures. These multiple sets of design structures are formed by differentially adjusting the design domain range and strengthening the structural layout. During the iterative solution process, key indicators such as anti-rhombic stiffness, modal frequency, and space occupancy of each structure are calculated through finite element analysis. Then, based on sensitivity analysis, the element density is adjusted. For example, inefficient material regions with density approaching 0 are deleted, while key force flow regions with density approaching 1 are retained, gradually optimizing the force transmission path of the structure. Through multiple rounds of iterative comparison, the topology-optimized structure that maximizes the vehicle body's anti-rhombic stiffness, avoids the resonance range of modal frequencies, and meets assembly requirements is finally selected, completely solving the resonance problem caused by insufficient stiffness in traditional wooden partitions.

[0044] By geometrically reconstructing the final topology-optimized structure, the abstract topology optimization result can be transformed into a target internal partition structure that conforms to rigid material parameters and is ready for mass production and assembly. After topology optimization, abstract data such as material density distribution cloud maps are obtained. Geometric reconstruction is needed to clarify the specific dimensions of the structure, component connection methods, and process details. Simultaneously, the geometric reconstruction process must consider assembly parameter requirements to ensure that the target internal partition structure can accurately adapt to the installation of door rails and the overall assembly needs of the restroom. Compared to traditional 120mm thick wooden partitions, the efficient distribution of materials significantly reduces thickness, freeing up passenger space. It should be noted that the final target internal partition structure not only achieves the core design goal of avoiding resonance zones in the vehicle's rhomboid mode but also possesses the practicality for mass production, truly transforming the performance advantages of topology optimization into practical value for vehicle operation.

[0045] Compared with existing technologies, this method can accurately anchor the direction of technical improvement by acquiring the design goals, assembly parameters, material parameters of the rigid material, and original internal partition wall data of the vehicle body partition wall. This provides a clear basis for subsequent optimization and effectively avoids optimization from deviating from actual application requirements. Among them, the rigid material can significantly improve the structural foundation stiffness compared with traditional wood materials. By extracting a part of the vehicle body finite element model from the original internal partition wall structure data, key optimization areas can be focused on, improving the efficiency and accuracy of subsequent topology optimization. Based on the partial vehicle body finite element model, design goals, and assembly parameters, local topology optimization boundary conditions and multiple sets of design structures can be constructed to ensure that the optimization process not only meets the core performance requirement of avoiding resonance in the vehicle body rhomboid mode, but also conforms to the actual process requirements of door guide rails and toilet assembly. The construction of multiple sets of design structures provides sufficient samples for screening the optimal solution and avoids the performance shortcomings that may exist in a single solution. Based on local topology optimization boundary conditions, multiple design structures are iteratively solved and optimized to obtain the final topology-optimized structure. By comparing the stiffness, modal, and other performance data of different design structures, the structural form that maximizes the anti-rhomboid stiffness of the vehicle body is selected, thereby increasing the vehicle body's rhomboid modal frequency from 7.5Hz to avoid the 7Hz~10Hz serpentine frequency range and completely avoiding the risk of resonance. At the same time, lightweight design is achieved through efficient material distribution, avoiding excessive weight increase associated with stiffness improvement. The final topology-optimized structure is geometrically reconstructed to obtain the target internal partition structure that meets the parameters of rigid materials. This not only transforms the optimization results into a practically producible physical structure, but also further enhances the vehicle body's anti-rhomboid performance by leveraging the high stiffness characteristics of rigid materials. Compared to the traditional 120mm thick wooden partition, the target internal partition structure can significantly reduce the thickness, freeing up effective passenger space and improving the passenger experience.

[0046] In some optional embodiments, specific implementation methods are also provided for constructing local topology optimization boundary conditions and multiple sets of design structures based on a partial finite element model of the vehicle body, design objectives, and assembly parameters. Please refer to [link to relevant documentation]. Figure 6 As shown, the method includes: Step 301: Based on the assembly parameters and the space dimensions at the end of the vehicle body, divide part of the vehicle body finite element model into a design domain and a non-design domain; the design domain refers to the optimizable area of ​​the internal partition wall, and the non-design domain is the fixed structural area of ​​the internal partition wall; Step 302: Based on the design objectives, constrain the lower edges of the two side beams of the vehicle body to simulate the actual installation and fixing state, apply a lateral load to the top of the vehicle body to make the vehicle body part form a rhomboid deformation mode, and perform equivalent substitution modal analysis.

[0047] Step 303: Minimize structural displacement as the optimization objective and use the volume fraction of the design domain as the constraint condition.

[0048] Step 304: Construct at least six design structures by adjusting the design domain and adding or removing components.

[0049] In this embodiment, the requirements for adapting the door rail installation and the overall assembly of the toilet in the above assembly parameters directly define the scope of the non-design domain. After obtaining a partial finite element model of the vehicle body, design objectives, and assembly parameters, the fixed structures such as the inner end wall frame, door rail mounting base, and toilet assembly interface can be retained in the finite element analysis software to avoid damaging the installation foundation of key functional components during the optimization process. The space dimensions at the end of the vehicle body limit the physical boundary of the design domain, ensuring that the optimized inner partition wall does not exceed the reserved space of the vehicle body, balancing stiffness improvement and space utilization efficiency. The finite element analysis software can be, for example, HyperMesh.

[0050] After dividing the finite element model of the vehicle body into design and non-design domains, fixed constraints can be applied to the lower edges of the two side beams of the vehicle body. This restricts the lateral, longitudinal, and vertical displacements of the lower edges of the side beams, completely replicating the rigid connection between the inner partition wall and the vehicle body chassis during actual assembly. This ensures that subsequent stress analysis closely matches the real operational scenario and avoids deviations from reality due to constraint simulation distortion. Furthermore, based on the core requirement of "avoiding the 7Hz~10Hz serpentine frequency of the structure" in the design objective, the load equivalent method is used instead of direct modal analysis. A pair of equal-sized, opposite-direction concentrated lateral loads are applied to the lateral region corresponding to the inner partition wall at the top of the vehicle body, forcing the ends of the vehicle body to form a rhomboid shape with "diagonal reverse deformation". The load values ​​can be customized according to actual needs, such as 100N.

[0051] Minimizing structural displacement is the core optimization objective, which is directly equivalent to improving the vehicle body's anti-rhomboid stiffness. By reducing the structural displacement during rhomboid deformation, the rhomboid modal frequency of the vehicle body can be indirectly increased, ultimately achieving the design goal of "avoiding the frame's serpentine frequency." This means the objective function is set to minimize structural displacement, which can also be understood as maximizing the rhomboid mode frequency, avoiding the 7Hz~10Hz range. Furthermore, the volume fraction of the design domain is used as a key constraint. Combined with the optimization requirements of the internal partition wall space, the volume fraction value is set to a range of 0.1~0.6, corresponding to a target internal partition wall thickness of 30mm~50mm.

[0052] Furthermore, based on the two core variables of adjusting the design domain and adding or removing key components, at least six sets of differentiated design structures are constructed. Each set of structures addresses the stiffness shortcomings and assembly requirements of traditional solutions, ensuring the comprehensiveness and relevance of the optimized samples.

[0053] In this embodiment, by dividing the design domain into a non-design domain, the non-design domain is used as the core load-bearing and assembly structure of the internal partition wall. Its fixation ensures the stability of the force transmission path during the optimization process. The design domain, as an optimizable area, provides flexible space for efficient material distribution and stiffness improvement, providing sufficient basis for topology optimization and avoiding functional failures caused by blind adjustments. By applying a lateral load to the top of the vehicle body to form a rhomboid deformation mode, equivalent to modal analysis, the ends of the vehicle body can be forced to form a rhomboid shape with "diagonal reverse deformation," accurately simulating the rhomboid vibration condition caused by abnormal wheel-rail matching in traditional solutions, and simplifying the calculation process, providing a clear force scenario for subsequent stiffness optimization. With minimizing structural displacement as the optimization objective, the volume fraction of the design domain is used as a constraint condition, balancing stiffness improvement with space and weight requirements, avoiding excessive structural thickness or insufficient lightweighting. Furthermore, by constructing multiple sets of design structures, sufficient evaluation data can be provided for subsequent iterative comparisons, avoiding the performance shortcomings or implementation obstacles that may exist in a single solution.

[0054] In one embodiment, the volume fraction of the design domain is used as a constraint, including: The material density of the design domain is set using the variable density method; Based on the material density, the volume fraction is generated and used as a constraint.

[0055] Specifically, a variable density method is used to assign material density values ​​to the topology optimization design domain. This involves using the material density of each finite element element within the design domain as an optimization variable, setting the density value range to 0~1, where 0 represents no material and 1 represents complete material filling. A nonlinear relationship between density and elastic modulus is established through material constitutive relations, allowing the element stiffness to dynamically adjust with density changes. Subsequently, based on the density values ​​of each element, the ratio of the material-filled volume to the total volume of the design domain is calculated to generate a volume fraction parameter. Considering the optimization requirements of the internal partition wall space, the volume fraction constraint is set to 0.1~0.6. In this embodiment, by using the volume fraction of the design domain as a constraint, it not only ensures that the optimized structure can improve its anti-rhomboid stiffness through efficient material distribution, but also avoids occupying the passenger room space due to excessive volume. At the same time, it defines a clear quantitative constraint boundary for subsequent iterative solutions.

[0056] In some alternative embodiments, the design structure includes: an initial design domain structure, a connecting seat stiffening plate structure, a doorway sloping beam removal structure, a base frame with added small crossbeams structure, a filled solid mesh structure, and a design domain structure added to the doorway sloping triangular area. The connecting seat stiffening plate structure refers to the structure formed by adding stiffening plates inside the connecting seat connected to the curved beam, based on the initial design domain structure; the doorway beam removal structure refers to the structure formed by removing the two diagonal beams above the doorway, based on the connecting seat stiffening plate structure; the base frame adding small crossbeam structure refers to the structure formed by adding small crossbeams in the base frame area below the inner end wall, based on the connecting seat stiffening plate structure; the filled solid mesh structure refers to the structure formed by removing the doorway diagonal beams and filling the area with solid mesh as a topology-optimized region, based on the base frame adding small crossbeam structure; the doorway diagonal triangle region adding design domain structure refers to the structure formed by adding a partial topology-optimized region between the two diagonal triangle regions above the doorway, based on the filled solid mesh structure.

[0057] Understandably, in order to study the influence of different design regions on the rhomboid mode, six different design boundaries can be provided, resulting in six different design structures. Through analysis, it can be seen that the larger the design domain, the more significant the modal enhancement effect.

[0058] For example, this embodiment provides six design structures, namely structure 1, structure 2, structure 3, structure 4, structure 5, and structure 6. Please refer to [link / reference]. Figure 7 Structure 1 shown, Figure 7 This is a schematic diagram of the initial design domain structure provided in this embodiment. Based on the initial design domain structure, stiffening plates are added to the interior of the connecting seat connected to the curved beam to obtain the connecting seat stiffening plate structure, which is structure 2. Its schematic diagram can be found in [reference needed]. Figure 8As shown; based on the above-mentioned connecting seat stiffening plate structure, after removing the two diagonal beams above the doorway, the structure without the diagonal beams is obtained, which is structure 3. A schematic diagram can be found in [reference needed]. Figure 9 As shown; based on the stiffening plate structure of the connecting seat, after adding a small crossbeam in the base frame area below the inner end wall, a base frame with added small crossbeam structure is obtained, which is structure 4. Its schematic diagram can be found in [reference needed]. Figure 10 As shown; based on the addition of a small crossbeam to the base frame, the inclined beam at the doorway is removed, and its area is filled with a solid mesh as a topology-optimized region, resulting in a filled solid mesh structure, which is structure 5. A schematic diagram can be found in [reference needed]. Figure 11 As shown; based on the filled solid mesh structure, and after adding a topology-optimized region between the two oblique triangular regions above the entrance, the additional design domain structure of the oblique triangular region of the entrance is obtained, which is structure 6. A schematic diagram can be found in [reference needed]. Figure 12 As shown.

[0059] In this embodiment, at least six design structures are constructed by adjusting the design domain range and adding or removing components such as stiffeners or beams, providing sufficient samples for screening the optimal solution. Due to the differences in stiffness, space occupation, and process complexity among different design structures, they can be fully compared through subsequent iterative solutions, and finally the optimal structure that can meet the performance requirements of avoiding modal resonance and adapt to assembly and spatial constraints is selected.

[0060] In some optional embodiments, based on local topology optimization boundary conditions, multiple sets of design structures are iteratively solved and optimized to obtain topology optimization results, including: For each design structure, topology optimization iterations are performed at different volume fractions. Based on sensitivity analysis, the element density is adjusted, inefficient materials with element density approaching 0 are removed, and key regions with element density approaching 1 are retained. The compliance data of each design structure is output. The compliance data includes: compliance-volume fraction curves. By comparing the flexibility data of each design structure, the design structure with the smallest flexibility and that satisfies the volume fraction constraint is selected as the final topology optimization structure.

[0061] Specifically, after obtaining six sets of design structures, topology optimization needs to be performed on each set of structures with volume fractions of 0.1, 0.2, 0.3, 0.4, 0.5, and 0.6. Based on sensitivity analysis, the density of each element within the design domain is dynamically adjusted; that is, inefficient material regions with element densities approaching 0 are deleted, while force flow critical regions with element densities approaching 1 are retained. Simultaneously, the compliance data and complete compliance-volume fraction curves for each set of structures at the corresponding volume fractions are output. Please refer to [link to relevant documentation]. Figure 13The curve showing the variation of the compliance of the structure is then used. By comparing the compliance data of all the design structures laterally, the overall trend and key nodes of the compliance-volume fraction curve are focused on. The design structure with the smallest compliance within the volume fraction constraint range (0.1~0.6) is selected as the final topology optimization structure. This structure can achieve the maximum anti-rhomboid stiffness with the optimal material distribution, ensuring that the rhomboid mode frequency of the vehicle body avoids the snake frequency range of the frame, while meeting the space occupation and assembly requirements.

[0062] Analysis of the flexibility curves of the above-mentioned design structures shows that curve opt2 of structure 2 is slightly shifted downwards compared to curve op1 of structure 1, indicating that adding stiffeners inside the connection between the inner end wall and the roof can slightly increase the stiffness of the inner end wall against rhomboid deformation; curve opt3 of structure 3 is significantly shifted upwards compared to curve opt2 of structure 2, indicating that removing the two diagonal beams above the doorway will significantly reduce the stiffness of the inner end wall against rhomboid deformation; curve opt4 of structure 4 is significantly shifted downwards compared to curve opt2 of structure 2, indicating that adding small crossbeams in the underframe area below the inner end wall can increase the stiffness of the inner end wall against rhomboid deformation; curve opt5 of structure 5 is basically consistent with curve opt4 of structure 4, and the current diagonal beam scheme is basically consistent with the topology-optimized structure; curve opt6 of structure 6 is slightly shifted downwards compared to curve opt5 of structure 5, indicating that adding a structure between the two diagonal beams can slightly increase the stiffness of the inner end wall against rhomboid deformation.

[0063] Using the model of structure 6 as the final topology optimization structure, the topology optimization results are as follows: Figure 13 As shown, the optimization results at different volume fractions are viewed, and the CAD geometry is output. Using Hypermesh software, topology optimization results for different volume fractions (0.1~0.6) are output. The larger the volume fraction, the larger the color area; that is, red represents a greater contribution to force flow transmission. Figure 14 As shown. By Figure 14 As can be seen, the figures show the topology optimization results for volume fractions of 0.1, 0.2, 0.3, 0.4, 0.5, and 0.6, respectively. The optimization results for volume fractions of 0.4, 0.5, and 0.6 are essentially the same, and their corresponding... Figure 14 The three images of the smallest face, with a volume fraction of 0.3, contain material distribution patterns with volume fractions of 0.1 and 0.2. Therefore, the reinforcement beams of the inner end walls can be mainly arranged by referring to the topology optimization structure with volume fractions of 0.3 and 0.4.

[0064] In this embodiment, by comparing and analyzing multiple design structures with a unified constraint standard, the topology optimization result with the optimal stiffness can be accurately selected, ensuring that the optimization result fits the actual operating stress scenario of the vehicle body and avoids the disconnect between theory and practice. Furthermore, through differentiated iteration of multiple sets of design structures and dynamic adjustment of unit density, efficient distribution of materials in the force flow path is achieved, significantly improving the anti-rhomboid stiffness of the inner partition wall and the overall vehicle body. This ensures that the rhomboid mode frequency of the vehicle body completely avoids the 7Hz~10Hz serpentine frequency range of the framework, eliminating the abnormal shaking problem caused by resonance. At the same time, relying on volume fraction constraints and flexibility data comparison, the structural thickness is controlled while ensuring that the stiffness meets the standard. This significantly reduces the space occupation compared to the traditional 120mm wooden partition wall, improves the passenger riding experience, and eliminates the need for temporary measures such as frequent track grinding, effectively reducing the operating cost of the vehicle throughout its entire life cycle.

[0065] In some optional embodiments, the final topology-optimized structure is geometrically reconstructed to obtain a target internal partition wall structure that conforms to the material parameters, including: Based on the final topology optimization structure, key regions are identified and reinforcement structures are arranged in the key regions to obtain the processed structure. Obtain the process information for the interior partition walls; the process information includes welding process information and bolting process information; The processed structure is then processed using a 3D rendering program, and a target internal partition wall structure conforming to material parameters is generated by representing it through a 3D solid model, based on the process information.

[0066] Specifically, please see Figure 15 As shown, after obtaining the final optimized topology structure, the key areas can be identified. These key areas are those requiring reinforcement structures, resulting in the processed structure. Key areas may include, for example, beams, doorways, side walls, and base frame beams. Reinforcing structures in these key areas include at least one of the following: adding diagonal beams above the beams; adding support structures to the interior partition doorways; adding vertical beams on both sides of the doorway pillars; adding vertical beams to the side wall pillars; adding stiffening plates inside the interior partition walls and roof curved beam mounting bases; adding diagonal beams below the base frame beams; and adding diagonal beams below the beams.

[0067] Taking 3D modeling software as an example, after obtaining the processed structure and the process information of the internal partition wall, the processed structure is geometrically reconstructed using 3D modeling software (CAD) in conjunction with the structural and implementation processes to generate a target internal partition wall structure that conforms to the material parameters. This target internal partition wall structure can be found in [reference needed]. Figure 16 As shown.

[0068] Furthermore, simulations were conducted to verify the internal partitions of conventional vehicle bodies, those with added wooden partitions, traditional steel structures, and topological structures. Based on the three-dimensional models of the target internal partition structures, finite element models were established, and modal analysis was performed. The corresponding finite element models can be found in [reference needed]. Figure 17 As shown. The vehicle body design is a cylindrical structure. The first-order rhombic mode of the vehicle body is 9.5Hz, and the first-order rhombic mode of the vehicle preparation is 7.5Hz. During vehicle assembly, wooden inner partitions are installed at the ends (but the wooden partitions have a certain impact on the rhombic mode of the vehicle body, about 1.4Hz (simulation results)). No wooden inner partitions are used in the vehicle body modal simulation and testing. Based on the requirement that the rhombic mode of the vehicle body is greater than 9Hz, a steel inner partition structure is set to improve the rigidity of the vehicle body. The traditional steel inner partition structure improves the rhombic mode of the vehicle body by about 2Hz. After topology optimization, it improves by 2Hz compared with the traditional steel inner partition. By using the inner end wall of the topology structure, the vehicle body preparation mode finally reaches 9.5Hz, which meets the technical requirements. Comparing the simulation structures of the initial structure and the optimized structure, it can be seen that the first-order rhombic mode is improved by 4Hz after optimization. The first-order rhombic mode of the vehicle body and the first-order rhombic mode of the vehicle preparation can be found in [reference]. Figure 18 As shown.

[0069] In this embodiment, the structure is strengthened in key areas to enhance the force flow transmission path and consolidate the high anti-rhomboid stiffness advantage brought by topology optimization, ensuring that the rhomboid mode of the vehicle body is stable and avoids the resonance range. Furthermore, by using process information adaptation and 3D solid modeling, the abstract optimization results are transformed into a concrete structure that can be directly used for production and assembly. This ensures that the target interior partition wall can not only meet the functional requirements of door rail installation and toilet assembly, but also has mature manufacturability. At the same time, the rigid material and the optimized compact structural design significantly reduce the thickness compared to traditional wooden partition walls, freeing up passenger space. This approach balances performance improvement, practical adaptation, and improved passenger experience, achieving efficient transformation from optimized design to practical application.

[0070] On the other hand, please see Figure 19 As shown in the embodiment of this application, an internal partition wall structure is proposed, which includes: a top 10, two partition wall components, a diagonal support beam 20, and a base frame crossbeam 30; the top 10 is fixedly connected to the top of the vehicle body; the two partition wall components include a first partition wall 41 and a second partition wall 42, the first partition wall 41 and the second partition wall 42 are respectively fixedly connected to the side walls on both sides of the vehicle body and the top 10, the diagonal support beam 20 is respectively fixedly connected to the top 10, the first partition wall 41, and the second partition wall 42; the base frame crossbeam 30 is fixedly connected to the bottom of the first partition wall 41, the bottom of the second partition wall 42, and the bottom of the vehicle body.

[0071] It should be noted that the first and second partition walls mentioned above can be the lower left partition wall and the lower right partition wall, respectively, and the fixed connection methods mentioned above can include welding and bolting. The inner partition wall structure consists of an upper top, a lower left partition wall, a lower right partition wall, a base frame beam, and a doorway diagonal support beam. The lower left and lower right partition walls are welded to the left side wall, the right side wall, and the base frame beam, respectively; to achieve the overall installation of the bathroom, the doorway diagonal support beam is bolted to the upper top and the lower partition wall; the upper top can be welded or bolted to the lower partition wall and the vehicle body according to the assembly process requirements.

[0072] In this embodiment, the inner partition wall structure is welded together with the vehicle body structure as a whole. This method results in greater connection rigidity with the vehicle body, thereby improving the rhomboid modal effect. The inner partition wall adopts a segmented bolt connection structure, which can realize the overall installation of the wire trough, greatly improving production efficiency and shortening the production cycle.

[0073] The interior partition walls are 30mm thick; the frame of the interior partition walls uses rectangular cross-section beams, each 30mm thick with a 3mm wall thickness; the diagonal support beams are 8mm thick cast structures; the base frame crossbeams are 50mm high, 80mm thick, and 5mm thick with a 5mm wall thickness. The skin thickness is 2.5mm.

[0074] Understandably, setting the thickness of the interior partition wall to 30mm reduces the space required for the existing wooden interior partition wall structure, decreasing it from 120mm to 30mm. The frame can use rectangular cross-section beams with a thickness of 30mm and a wall thickness of 3mm, which can be determined based on the location of the doorway. The diagonal support beams can use 8mm cast iron structures to facilitate more bolt connections, and the more bolt connections, the greater the rigidity. The base frame crossbeams are 50mm high, 80mm thick, and have a wall thickness of 5mm.

[0075] The internal partition structure provided in this embodiment significantly increases the rhomboid mode frequency of the vehicle body compared to the initial wooden partition position, effectively isolating the vehicle body mode frequency from the serpentine frequency, avoiding abnormal vibration of the vehicle body, and improving ride comfort; it also reduces the thickness of the internal partition, freeing up effective passenger space and improving the passenger riding experience.

[0076] It should be understood that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order constraint on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the diagram may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0077] In one embodiment, a computer device is provided, the internal structure of which can be as follows: Figure 2 As shown. The computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database stores data. The network interface communicates with external terminals via a network connection. When the computer program is executed by the processor, it implements the above-described method for designing a vehicle interior partition. It includes: a memory and a processor; the memory stores a computer program; and the processor executes the computer program to implement any step in the above-described method for designing a vehicle interior partition.

[0078] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, can perform any step of the design method for the internal partition of the vehicle body as described above.

[0079] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0080] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0081] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0082] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0083] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0084] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A design method for a partition wall inside a vehicle, characterized in that, The method includes: The design objectives, assembly parameters, material parameters, and original structural data of the interior partition wall are obtained. The assembly parameters include those for adapting to the installation of the door rails and the overall assembly requirements of the bathroom. The design objective is to ensure that the rhomboid modal frequency of the vehicle body avoids the serpentine frequency of the frame. The material parameters are for a rigid material. A portion of the vehicle body finite element model was extracted from the original internal partition wall structure data; Based on the partial finite element model of the vehicle body, the design objectives, and the assembly parameters, local topology optimization boundary conditions and multiple sets of design structures are constructed. Based on the local topology optimization boundary conditions, the multiple sets of design structures are iteratively solved and optimized to obtain the final topology optimization structure; The final topology-optimized structure is geometrically reconstructed to obtain the target internal partition wall structure that conforms to the material parameters.

2. The design method for the vehicle interior partition wall according to claim 1, characterized in that, A portion of the vehicle body finite element model was extracted from the original internal partition wall structure data, including: The main structure in the original internal partition wall structure data is retained; the main structure includes the inner end wall door frame and the beam area. The remaining area structure is filled with solid mesh to obtain the partial vehicle body finite element model; the remaining area structure includes inclined beams or partial beams, and the partial beams are beam structures with dimensions smaller than a preset threshold.

3. The design method for the interior partition wall of a vehicle according to claim 1, characterized in that, The local topology optimization boundary conditions include: optimization objective and constraints; Based on the aforementioned partial finite element model of the vehicle body, the aforementioned design objectives, and the aforementioned assembly parameters, local topology optimization boundary conditions and multiple sets of design structures are constructed, including: Based on the assembly parameters and the space dimensions at the end of the vehicle body, the partial finite element model of the vehicle body is divided into a design domain and a non-design domain; the design domain refers to the optimizable area of ​​the internal partition wall, and the non-design domain is the fixed structural area of ​​the internal partition wall; Based on the design objectives, the lower edges of the two side beams of the vehicle body are constrained to simulate the actual installation and fixing state. A lateral load is applied to the top of the vehicle body to make the part of the vehicle body form a rhomboid deformation mode, and equivalent substitution modal analysis is performed. The optimization objective is to minimize structural displacement, and the volume fraction of the design domain is used as a constraint. At least six design structures are constructed by adjusting the design domain and adding or removing components.

4. The design method for the interior partition wall of the vehicle according to claim 3, characterized in that, Using the volume fraction of the design domain as a constraint, including: The material density of the design domain is set using a variable density method; Based on the material density, a volume fraction is generated and used as a constraint.

5. The design method for the vehicle interior partition wall according to claim 3, characterized in that, The design structure includes: initial design domain structure, connecting seat stiffening plate structure, doorway sloping beam removal structure, base frame small crossbeam structure, filling solid grid structure, and doorway sloping triangular area design domain structure. The connecting seat stiffening plate structure refers to the structure formed by adding stiffening plates inside the connecting seat connected to the curved beam based on the initial design domain structure; the doorway beam removal structure refers to the structure formed by removing the two inclined beams above the doorway based on the connecting seat stiffening plate structure; the base frame adding small crossbeam structure refers to the structure formed by adding small crossbeams in the base frame area below the inner end wall based on the connecting seat stiffening plate structure; the filling solid mesh structure refers to the structure formed by removing the doorway inclined beams and filling their area with solid mesh as a topology-optimized region based on the base frame adding small crossbeam structure; the doorway inclined triangle region adding design domain structure refers to the structure formed by adding a partial topology-optimized region between the two inclined triangle regions above the doorway based on the filling solid mesh structure.

6. The design method for the interior partition wall of a vehicle according to claim 1, characterized in that, Based on the aforementioned local topology optimization boundary conditions, the multiple sets of design structures are iteratively solved and optimized to obtain topology optimization results, including: For each design structure, topology optimization iterations are performed at different volume fractions. Based on sensitivity analysis, the element density is adjusted, inefficient materials with element density approaching 0 are deleted, and key regions with element density approaching 1 are retained. The compliance data of each design structure is output. The compliance data includes: compliance-volume fraction curves. By comparing the flexibility data of each design structure, the design structure with the smallest flexibility and that satisfies the volume fraction constraint is selected as the final topology optimization structure.

7. The design method for the interior partition wall of a vehicle according to claim 1, characterized in that, The final topology-optimized structure is geometrically reconstructed to obtain a target internal partition wall structure that conforms to the material parameters, including: Based on the final topology optimization structure, key regions are identified and reinforcement structures are arranged in the key regions to obtain the processed structure. Obtain the process information of the internal partition wall; the process information includes welding process information and bolting process information; The processed structure is then processed using a 3D rendering program, and a target internal partition wall structure conforming to the material parameters is generated by representing it through a 3D solid model according to the process information.

8. The design method for the interior partition wall of a vehicle according to claim 7, characterized in that, The arrangement of reinforcement structures in critical areas includes at least one of the following: Add a diagonal beam above the crossbeam; add a supporting structure at the entrance of the inner partition wall; add vertical beams on both sides of the doorway pillars; add vertical beams to the side wall pillars; add stiffening plates inside the inner partition wall and the roof curved beam mounting base; add a diagonal beam below the crossbeam of the base frame; add a diagonal beam below the crossbeam.

9. An internal partition structure applied to a vehicle interior partition structure constructed using the design method described in any one of claims 1-8, characterized in that, The internal partition wall structure includes: The end cap is fixedly connected to the top of the vehicle body; Two partition wall assemblies, each comprising a first partition wall and a second partition wall, wherein the first partition wall and the second partition wall are respectively fixedly connected to the side walls on both sides of the vehicle body and the end top. An inclined support beam is fixedly connected to the end top, the first partition wall, and the second partition wall respectively; The underframe crossbeam is fixedly connected to the bottom of the first partition wall, the bottom of the second partition wall, and the bottom of the vehicle body.

10. The internal partition wall structure according to claim 9, characterized in that, The thickness of the inner partition wall is 30mm; the frame of the inner partition wall adopts a rectangular cross-section beam with a thickness of 30mm and a wall thickness of 3mm; the diagonal support beam adopts an 8mm casting structure; the height of the base frame crossbeam is 50mm, the thickness is 80mm, and the wall thickness is 5mm.

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