A vehicle body topology iteration method and device, electronic equipment and storage medium

Abstract

This application discloses a vehicle body topology iteration method, apparatus, electronic device, and storage medium, relating to the field of vehicle design technology. The method includes: within a designable space, fabricating an inner wall shell and an outer wall shell based on the original surface of the vehicle body and the spatial boundary, respectively, and creating a partition between them to form a topological space filled with a plate-shell structure; then performing topology optimization analysis on the plate-shell topological space to obtain the topological result of material distribution; finally, iteratively evaluating and adjusting the topological result according to preset evaluation dimensions until a qualified topological result is obtained. This application can solve the problems in related technologies such as large differences between solid topology and thin-walled beam structures of the vehicle body, poor engineering conversion ability, and the lack of a systematic iteration mechanism leading to unreasonable material distribution and unclear engineering paths in the topology results. It can improve the matching degree between the topology results and the vehicle body engineering structure, enhance engineering practicality, and achieve a positive systematic optimal solution design for vehicle body performance.

Description

Technical Field

[0001] This application relates to the field of vehicle design technology, and in particular to a vehicle body topology iteration method, apparatus, electronic device and storage medium. Background Technology

[0002] In the process of automotive body design and development, it is necessary to strictly control the body weight and cost, and performance design must pursue the optimal solution to ensure the quality of the solution. Traditional body design mainly relies on engineers' experience or competitor solution libraries for sequential verification, which not only makes it difficult to achieve the optimal solution design, but also makes it difficult to accurately predict the effect of the solution itself. Existing topology-aided design technology fills solids in the design space and selects the parts that have a critical impact on performance to guide the solution design. However, the three-dimensional material distribution described by the solid topology differs greatly from the thin-walled beam structure of the body, resulting in poor engineering conversion ability of the topology results and difficulty in guaranteeing the effect of the converted solution. At the same time, existing topology technology lacks a systematic iterative evaluation and adjustment mechanism. Single topology results are prone to problems such as unreasonable material distribution and unclear engineering paths, and cannot directly support the positive systematic optimal solution design of body torsional stiffness. Summary of the Invention

[0003] This application provides a vehicle body topology iteration method, apparatus, electronic device, and storage medium. It can solve the problems in related technologies where the large difference between the solid topology and the thin-walled beam structure of the vehicle body leads to poor engineering conversion capabilities, and the lack of a systematic iteration mechanism results in unreasonable material distribution in the topology results and unclear engineering paths.

[0004] According to a first aspect of this application, a vehicle body topology iteration method is provided, comprising:

[0005] Within the designable space, an inner wall shell is made based on the original surface of the vehicle body, an outer wall shell is made based on the boundary of the designable space, and interconnected partitions are made between the inner wall shell and the outer wall shell to form a topological space filled with a plate and shell structure. A topology optimization analysis is performed on the topology space of the plate and shell to obtain topology results representing the material distribution; Based on preset evaluation dimensions, the topology results are iteratively evaluated and adjusted until a qualified topology result is obtained.

[0006] According to a second aspect of this application, a vehicle body topology iteration apparatus is provided, comprising: The manufacturing module is configured to manufacture an inner wall shell based on the original surface of the vehicle body within a designable space, manufacture an outer wall shell based on the boundary of the designable space, and manufacture interconnected partitions between the inner wall shell and the outer wall shell to form a topological space filled with a plate and shell structure. The analysis module is configured to perform topology optimization analysis on the topology space of the plate and shell to obtain topology results representing the material distribution; The evaluation module is configured to iteratively evaluate and adjust the topology results based on preset evaluation dimensions until a qualified topology result is obtained.

[0007] According to a third aspect of this application, an electronic device is provided, comprising: At least one processor; and memory that is communicatively connected to at least one processor; The memory stores instructions that can be executed by at least one processor, which enables the at least one processor to perform the vehicle topology iteration method described in the first aspect above.

[0008] According to a fourth aspect of this application, a non-transitory computer-readable storage medium storing computer instructions is provided, wherein the computer instructions are used to cause a computer to execute the vehicle topology iteration method described in the first aspect above.

[0009] According to a fifth aspect of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the vehicle topology iteration method as described in the first aspect above.

[0010] This application provides a vehicle body topology iteration method, apparatus, electronic device, and storage medium, comprising: fabricating an inner wall shell based on the original surface of the vehicle body within a designable space, fabricating an outer wall shell based on the boundary of the designable space, and fabricating interconnected partitions between the inner and outer wall shells to form a topological space filled with a plate and shell structure; performing topology optimization analysis on the plate and shell topological space to obtain a topological result representing the material distribution; and iteratively evaluating and adjusting the topological result based on a preset evaluation dimension until a qualified topological result is obtained. This can solve the problems in related technologies where the large difference between the solid topology and the thin-walled beam structure of the vehicle body leads to poor engineering conversion capability, and the lack of a systematic iteration mechanism results in unreasonable material distribution and unclear engineering paths in the topological results. It achieves the technical effect of improving the matching degree between the topological result and the vehicle body engineering structure, enhancing the engineering practicality of the topological result, and realizing the technical effect of designing a positive systematic optimal solution for vehicle body performance.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 A flowchart illustrating a vehicle body topology iteration method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle topology iteration device provided in an embodiment of this application. Detailed Implementation

[0014] The following description, in conjunction with the accompanying drawings, illustrates exemplary embodiments of this application, including various details to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this application. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0015] The following description, with reference to the accompanying drawings, outlines a vehicle topology iteration method, apparatus, electronic device, and storage medium according to embodiments of this application.

[0016] Figure 1 This is a flowchart illustrating a vehicle body topology iteration method provided in an embodiment of this application.

[0017] like Figure 1 As shown, the method includes the following steps: Step 101: Within the designable space, an inner wall shell is fabricated based on the original surface of the vehicle body, and an outer wall shell is fabricated based on the boundary of the designable space. Interconnected partitions are fabricated between the inner wall shell and the outer wall shell to form a topological space filled with a plate shell structure.

[0018] In some embodiments, within the designable space of the vehicle body structure, the inner shell is fabricated first. The inner shell is formed by offsetting 2mm outwards from the original surface of the vehicle body; this offset is used to reserve space for welding points between the envelope and the original vehicle body. The outer shell is fabricated according to the boundary contour of the designable space, clearly defining the maximum range boundary for topology optimization. The inner and outer shells are interconnected to form a closed envelope structure. Interconnected partitions are fabricated inside the envelope, ultimately forming a topological space filled by the shell structure.

[0019] The partitions within the envelope can be arranged randomly or use a standardized regular hexagonal spatial structure. The interior of the regular hexagonal space is a standard regular hexagon, and the locations connecting to the inner and outer walls are processed using Boolean operations to create local regular hexagons that fit the envelope contour. The side length of the regular hexagons can be adjusted according to the actual size of the topological space, ranging from 30-60mm. If the size is too large, it is difficult to form a reasonable force transmission path; if the size is too small, the path will be excessively curved, increasing the difficulty of engineering implementation. The thickness of all plate and shell structures is set within the range of 0-3mm. During topology optimization, the thickness at locations with no critical impact on performance will be set to 0, while the thickness at locations with the most critical impact on performance will be set to a maximum of 3mm.

[0020] The use of a regular hexagonal partition structure effectively adjusts the efficiency of topology optimization. The force transmission efficiency of a quadrilateral straight partition is too high, leading to a significant discrepancy between the theoretical topology results and the performance of the actual engineering solution. The regular hexagonal sidewalls employ a left-right-left-right bending connection, increasing the overall structural area while appropriately reducing the theoretical efficiency of topology optimization, thus making the topology results more consistent with the performance of actual vehicle body applications.

[0021] By constructing a plate-shell topology space that fits the structural characteristics of thin-walled beams in the vehicle body, the problem of large differences between traditional solid topology and the sheet metal structure of the vehicle body is solved, significantly improving the engineering transformation capability of the topology results and enabling the topology optimization results to directly guide the design of vehicle body structure schemes.

[0022] Step 102: Perform topology optimization analysis on the topology space of the plate and shell to obtain topology results representing the material distribution.

[0023] In some embodiments, topology optimization analysis is carried out based on the constructed plate and shell topology space. The core of topology optimization is to select the region that has the most critical impact on the target performance within the given plate and shell structure range through calculation, and finally obtain the material distribution topology result in the form of plate and shell thickness distribution.

[0024] Unlike traditional 3D solid topology optimization, this step performs topology optimization entirely on a pre-constructed shell envelope structure. All material distribution optimization calculations follow the existing shape of the shell, ensuring that the optimized results are not generated in 3D solid form outside the shell structure. During the topology optimization calculation, the algorithm automatically assigns a corresponding thickness value to each shell element based on its contribution to the target performance. The thickness of all shell elements is uniformly set to 0 to 3 mm. Elements that contribute little or no to the target performance have a thickness of 0, meaning no material needs to be placed at that location. Elements that contribute more to the target performance are assigned a larger thickness value, with the shell thickness in critical performance bearing areas reaching up to 3 mm.

[0025] The final topology results visually demonstrate the optimal material distribution through the distribution of plates and shells of different thicknesses, clearly showing the critical path for performance transfer. All optimization results conform to the form characteristics of the thin-walled sheet metal structure of the vehicle body, and can directly reflect the core areas in the vehicle body structure where materials need to be arranged.

[0026] By conducting targeted topology optimization analysis within the plate and shell topology space, the topology results are fully adapted to the structural form of the thin-walled beam of the vehicle body. This fundamentally solves the problem of the disconnect between traditional solid topology results and engineering structures, providing accurate and directly referable material distribution basis for subsequent engineering design.

[0027] Step 103: Based on the preset evaluation dimensions, iteratively evaluate and adjust the topology results until a qualified topology result is obtained.

[0028] In some embodiments, based on preset multi-dimensional evaluation criteria, the initially generated plate and shell topology results are systematically iteratively evaluated and adjusted. Through multiple rounds of calculation and correction, the material distribution state is gradually optimized until a qualified topology result that meets the requirements of engineering applications is obtained. This process abandons the traditional topology analysis model of direct application after a single calculation. Through a standardized evaluation and adjustment process, it ensures that the topology results have both performance rationality and engineering feasibility.

[0029] The preset evaluation dimensions mainly include topology efficiency setting, invalid space deletion, and expected topology solution evaluation. Topology efficiency is defined as the ratio of performance change to quality change before and after topology optimization, and its standard is set differently according to different vehicle development stages. The topology efficiency needs to be greater than 800 in the concept design stage, greater than 500 in the initial design stage, and greater than 300 in the detailed design stage. At the same time, the topology space retention percentage is introduced as a core evaluation indicator. A retention percentage between 1.5% and 6% is considered excellent, 6% to 10% is considered good, and all other cases are considered unqualified topology results, requiring targeted adjustments.

[0030] Corresponding adjustment strategies are adopted for different non-compliant situations. When the retention percentage is below 1.5%, it indicates that the material distribution is too concentrated, making it impossible to generate an effective engineering force transmission path. In this case, the thickness of the shell in the concentrated material area is uniformly set to 1 to 2 mm, the area is removed from the topology space, and the topology analysis is performed again until the percentage meets the standard. When the retention percentage is above 10%, it indicates that the material distribution is too dispersed, and the force transmission path is unclear. First, invalid cells with a thickness in the range of 0 to 0.05 mm in the topology results are cleaned up, and then the topology iteration is carried out again. If the percentage meets the requirements but still cannot form a clear engineering path, the overall topology space is decomposed into multiple independent regions for calculation, the optimal space is assembled, and the topology optimization is performed again.

[0031] Through a multi-dimensional iterative evaluation and standardized adjustment mechanism, the problems of unreasonable material distribution and unclear engineering path in traditional single topology results have been solved, effectively improving the engineering practicality of the topology results and providing a reliable foundation for the forward design of subsequent vehicle body structure schemes.

[0032] Compared with related technologies, in this embodiment, an inner shell is fabricated based on the original surface of the vehicle body within the designable space, and an outer shell is fabricated based on the boundary of the designable space. Interconnected partitions are then created between the inner and outer shells, forming a topological space filled with a plate-shell structure. Topological optimization analysis is performed on this plate-shell topological space to obtain a topological result representing the material distribution. Based on a preset evaluation dimension, the topological result is iteratively evaluated and adjusted until a qualified topological result is obtained. This addresses the problems in related technologies where the large difference between the solid topology and the thin-walled beam structure of the vehicle body leads to poor engineering conversion capabilities, and the lack of a systematic iterative mechanism results in unreasonable material distribution and unclear engineering paths in the topological results. It achieves the technical effect of improving the matching degree between the topological result and the vehicle body engineering structure, enhancing the engineering practicality of the topological result, and realizing the technical effect of designing a positive systematic optimal solution for vehicle body performance.

[0033] As a specific embodiment of this application, based on the basic scheme, the interconnected partitions are further defined as non-linear partitions, so that the topological path is bent.

[0034] Specifically, based on the basic scheme that constructs the plate and shell topology space, this embodiment sets the partition connecting the inner and outer shells as a non-linear structure. The non-linear sidewall shape causes the force transmission path formed during the topology optimization process to bend naturally, thereby adjusting the theoretical efficiency of topology optimization to match its performance in actual vehicle body engineering applications.

[0035] Non-linear partitions preferentially employ standardized regular hexagonal spatial structures. The interior of the hexagon has a regular hexagonal outline, and the connection points with the inner and outer shells are processed using Boolean operations to form local regular hexagonal units that fit the overall outline. The side length of the regular hexagon can be adjusted according to the overall dimensions of the actual topological space, with a value controlled between 30mm and 60mm. If the size of the regular hexagon is too large, topology optimization will struggle to form a continuous and reasonable force transmission path; if the size is too small, it will lead to excessive bending of the topological path, significantly increasing the difficulty of implementing subsequent engineering structures.

[0036] Compared to straight partitions like quadrilaterals, the sidewalls of regular hexagonal partitions are not connected in straight lines, but rather exhibit a continuous bend from left to right. The force transmission path of straight partitions is too direct, leading to excessively high theoretical efficiency in topology optimization and a significant gap between the theoretically calculated performance improvement and the actual engineering results. For example, for a certain stiffness improvement target, quadrilateral topology results show that adding 0.5 kg of material at a single location can achieve a performance improvement of 1000, but the actual engineering solution only achieves an improvement of 200. By using non-linear hexagonal partitions, the topology path exhibits natural bends, increasing the overall structural coverage area while appropriately reducing topology efficiency. This results in a high degree of agreement between theoretical topology results and actual engineering analysis results, achieving approximately 80% of the theoretical performance improvement for the same mass input.

[0037] By creating bends in the topology path through non-linear partitions, the theoretical efficiency of topology optimization can be precisely adjusted, solving the problem of the disconnect between the traditional linear partition topology results and actual engineering performance, and significantly improving the guiding value of the topology results for engineering solutions.

[0038] As a specific embodiment of this application, based on the basic scheme, the non-linear partition is further defined as a honeycomb partition structure composed of multiple regular hexagons.

[0039] Specifically, based on the construction of the plate and shell topology space in the basic scheme, this implementation concretizes the non-linear partition into a honeycomb partition structure formed by continuous splicing of multiple regular hexagonal units. Through the regular arrangement of honeycomb units, the topological force transmission path forms a uniform and continuous bending shape, further precisely controlling the theoretical efficiency of topology optimization and ensuring a high degree of fit between the topology results and the actual performance of the project.

[0040] The honeycomb partition is composed of an array of standard regular hexagonal units. The interior of each unit has a complete regular hexagonal outline. The edge regions connecting to the inner and outer shells are sheared using Boolean operations to form local regular hexagonal units that fit the envelope boundary. The sidewalls of all units are interconnected, forming a continuous and interconnected honeycomb shell support system. The side length of the regular hexagonal units can be flexibly adjusted according to the overall dimensions of the topological space, with the value strictly controlled between 30mm and 60mm. When the unit side length exceeds 60mm, the force transmission path span of the honeycomb structure is too large, making it difficult to form a continuous and effective performance transmission channel. When the side length is less than 30mm, the topological path will have excessively dense bends, which not only increases the complexity of topological calculations but also makes subsequent sheet metal stamping, welding, and other engineering processes difficult to implement.

[0041] In the honeycomb hexagonal partition, the thickness of all shell units is uniformly set to 0 to 3 mm. During topology optimization, the algorithm automatically allocates thickness values ​​based on the contribution of each unit to the target performance. Units that contribute nothing to performance are set to a thickness of 0, while the unit thickness in the core load-bearing area can reach a maximum of 3 mm. Compared to scattered non-linear partitions, the honeycomb structure has a more uniform distribution of bending paths, which can systematically reduce the theoretical efficiency of topology optimization and avoid the problem of excessively high or low local efficiency. For example, for a stiffness improvement target of 1000, a quadrilateral linear topology shows that a single-location weight increase of 0.5 kg is sufficient to achieve the target, but in actual engineering, only a 200-fold increase can be achieved. However, the honeycomb hexagonal topology distributes the performance requirement to three different locations, achieving performance improvements of 400, 400, and 200 respectively through weight increases of 0.5 kg, 0.3 kg, and 0.2 kg. The total improvement in the actual engineering solution can reach 80% of the theoretical value.

[0042] By using honeycomb-shaped regular hexagonal partitions to achieve uniform and continuous topological path bending, the matching degree between topological efficiency and actual engineering performance is further improved. At the same time, the regularized unit structure reduces the design and manufacturing difficulty of subsequent engineering schemes and enhances the engineering feasibility of the topological results.

[0043] As a specific embodiment of this application, based on the basic scheme, it is further defined in the topological space that the inner wall shell and the original surface of the vehicle body have an offset gap, and are connected by a weld point set in the gap.

[0044] Specifically, based on the construction of the plate and shell topology space in the basic scheme, this embodiment limits the connection method between the inner wall shell and the original surface of the vehicle body. A dedicated offset gap is set between the inner wall shell and the original surface of the vehicle body, and a reliable connection between the two is achieved by welding points arranged in the gap, so as to ensure the mechanical consistency between the topology optimization model and the actual engineering structure.

[0045] The inner shell is formed by offsetting 2mm outward from the original surface of the vehicle body. This 2mm space is the preset offset gap, and all welding points used for connection are arranged within this gap. The 2mm offset gap is an optimal value verified by engineering. It provides sufficient operating space for the vehicle body welding process, meets the equipment operation requirements and welding quality standards of the spot welding process, and does not introduce additional structural weight due to excessive gap. At the same time, it does not change the overall boundary contour of the shell topology space, ensuring the accuracy of the topology optimization range.

[0046] In the mechanical calculation model of topology optimization, the welded connection structure is fully incorporated into the calculation system, making the topological space of the shell and the original body a unified force-bearing whole. This ensures that the force transmission path simulated during topology optimization is completely matched with the actual force transmission logic of the vehicle body in actual engineering. The specific arrangement of the welds can be flexibly adjusted according to the structural characteristics of the original surface of the vehicle body and the force distribution of the topological space. Welds are preferentially arranged in denser areas of concentrated stress and at key structural nodes to ensure the reliability of the connection and the uniformity of force transmission.

[0047] By setting a standard offset gap of 2mm and using welded connections, reliable mechanical integration of the plate shell topology space and the original vehicle body was achieved. This eliminated the topology calculation deviation caused by differences in connection methods, enabling the topology results to truly reflect the performance of the actual engineering structure and further enhancing the engineering guidance value of the topology optimization results.

[0048] As a specific implementation of this application, based on the basic solution, the preset evaluation dimensions are further defined as follows: The topology efficiency is evaluated as the ratio of the change in performance to the change in mass before and after topology. The percentage of topology space retention is evaluated, which is the ratio of the mass of material retained after topology to the total mass before topology.

[0049] Specifically, based on the iterative evaluation and adjustment of the topology results in the basic scheme, this implementation modifies the preset evaluation dimensions into two core quantitative indicators: topology efficiency evaluation and topology space retention percentage evaluation. Through standardized two-dimensional quantitative judgment, the performance rationality and engineering feasibility of the topology results can be accurately evaluated, providing a clear quantitative basis for iterative adjustments.

[0050] Topology efficiency is defined as the ratio of the performance change to the mass change before and after topology optimization, used to measure the performance improvement achieved per unit mass input. The criteria for determining topology efficiency are differentiated according to different stages of vehicle development to match the design goals of each stage. In the concept design stage, the focus is on unlocking performance potential, requiring a topology efficiency greater than 800; in the initial design stage, a balance between performance and weight must be considered, requiring a topology efficiency greater than 500; and in the detailed design stage, strict control of cost and weight is necessary, requiring a topology efficiency greater than 300.

[0051] The topology space retention percentage is defined as the ratio of the material mass retained after topology optimization to the total mass of the topology space before topology optimization. It is used to intuitively reflect the degree of material distribution concentration. The grading criteria for this indicator are as follows: a retention percentage between 1.5% and 6% is considered excellent, indicating uniform material distribution and clear force transmission paths within this range; a retention percentage between 6% and 10% is considered good, and engineering feasibility can be further improved through local optimization; all other cases are considered unqualified and require targeted iterative adjustments.

[0052] Both evaluation dimensions must simultaneously meet the requirements of the corresponding R&D stage. If either indicator fails to meet the standard, the topology result adjustment process must be initiated until both indicators meet the standard before the topology result can be considered qualified.

[0053] By constructing a quantitative two-dimensional evaluation system, the subjective judgment method that relies on experience in traditional topology analysis is replaced, and the standardized evaluation of topology results is realized. This system can accurately locate problems of unreasonable material distribution, provide a clear direction for iterative adjustments, and significantly improve the efficiency of topology iteration and the engineering reliability of the results.

[0054] As a specific implementation of this application, based on the basic scheme, the evaluation of the topology space retention percentage is further defined, including: If the percentage is lower than the preset lower threshold, the thickness of the material concentration area is set to a uniform value, and the area is removed from the topology space before topology optimization analysis is performed. If the percentage is higher than the preset upper limit threshold, the topology results with a thickness lower than the preset cleaning threshold are cleaned, or the overall topology space is split and topology optimization analysis is performed separately before being assembled and iterated again.

[0055] Specifically, based on the iterative evaluation of the retention percentage in the basic scheme, this implementation form has formulated a standardized graded adjustment strategy for different situations where the retention percentage exceeds the qualified range. Through targeted operations, the material distribution state is corrected to ensure that the topological results can form a clear and feasible engineering force transmission path.

[0056] When the percentage of topology space retention is below the preset lower threshold of 1.5%, it indicates that the material distribution in the topology result is too concentrated, making it impossible to generate a continuous and effective engineering force transmission path. In this case, the thickness of the shell in the highly concentrated material region is set to a uniform value, ranging from 1mm to 2mm. After setting the thickness, the concentrated material region is completely removed from the current topology space. Based on the remaining topology space, topology optimization analysis is performed again, repeating the above evaluation and adjustment process until the percentage of topology space retention reaches the acceptable standard.

[0057] When the percentage of retained topology space exceeds the preset upper limit threshold by 10%, it indicates that the material distribution in the topology result is too dispersed, and the force transmission path is vague and chaotic, making it difficult to transform into a high-quality engineering solution. In this case, a local cleanup adjustment method is preferred, removing all plate and shell units with a thickness below the preset cleanup threshold of 0.05mm from the topology result. After cleanup, the topology iteration is repeated and the percentage of retained topology is evaluated. If the standard cannot be met after local cleanup, or if the percentage of retained topology is within the acceptable range but cannot form a clear engineering path, a holistic decomposition adjustment method is adopted. The overall topology space is divided into multiple independent subspaces for topology optimization analysis. After assembling the optimal results of each subspace to form a new topology space, the topology iteration verification is carried out again.

[0058] By developing differentiated standardized adjustment strategies for different non-compliance situations, the material distribution problem was accurately corrected, avoiding performance loss caused by blind adjustments. This effectively improved the efficiency of topology iteration and the engineering feasibility of the results, ensuring that the final topology results could directly guide the design of the vehicle body structure.

[0059] As a specific implementation of this application, based on the basic solution, the embodiments of this application are further defined as follows: Based on the qualified topology results, an engineering plan is prepared, and the effectiveness of the engineering plan is verified and evaluated. The verified engineering solution is added as a constant to the original vehicle body model and used together with the topology space to be optimized as a new analysis model. Topology optimization analysis and iteration are performed again to explore local reinforcement or supplementary solutions that match the engineering solution.

[0060] Specifically, based on obtaining qualified topology results from the basic scheme, this implementation further adds engineering scheme production and verification and secondary topology iteration processes to achieve a closed-loop connection between topology optimization and engineering implementation, while exploring the potential for improving structural performance.

[0061] First, a feasible manual engineering plan is created based on the qualified topology results. This plan is then converted into a standardized engineering structural plan, which is then used to verify and evaluate its effectiveness against the original vehicle body model. The evaluation criteria include two core components: 1) the percentage increase in stiffness: an engineering plan achieving 80% of the theoretical stiffness increase from the topology is considered excellent, 70% is good, and below 50% is poor. 2) the percentage increase in engineering efficiency: the ratio of performance improvement to mass increase in the engineering plan. A performance improvement of 105% of the topology efficiency is considered excellent, 80% is good, and below 60% is poor. If both indicators are poor, the engineering plan needs to be redesigned. Simultaneously, absolute value adjustments are made based on the efficiency targets set during the R&D phase. When the efficiency exceeds 120% of the target value, the plan can be strengthened by increasing plate thickness or adding ribs to bring the overall efficiency back to the 100%-120% range of the target value, prioritizing the absolute performance improvement.

[0062] The validated engineering solutions are added as fixed constants to the original vehicle body model, and together with the remaining topology space to be optimized, a new analysis model is constructed. Using the combination of the original vehicle body and the completed engineering solutions as the computational basis, and the topology space to be optimized as the variable, topology optimization analysis and iteration are performed again. Since the newly added engineering solutions alter the stress distribution and structural stiffness of local areas, the secondary topology analysis can identify performance weaknesses not apparent in the original analysis, exploring local reinforcement structures or supplementary optimization schemes that match the existing engineering solutions, thus avoiding omissions in performance improvements.

[0063] The quantitative verification of engineering solutions ensures the practical implementation of topology results. At the same time, the second-order topology iteration enables in-depth exploration of structural performance, forming a complete closed loop of "topology optimization - engineering transformation - re-optimization", which further enhances the comprehensiveness and optimization of the vehicle body structure design.

[0064] As a specific implementation of this application, based on the basic solution, the verification and evaluation of the engineering solution's effectiveness is further defined, including: Evaluate the ratio of the performance improvement of the engineering solution to the performance improvement of the topology result; Evaluate the ratio of the topology efficiency of the proposed engineering solution to the topology efficiency of the resulting topology; If both ratios are lower than their respective preset acceptable thresholds, then a redesign is required.

[0065] Specifically, based on the verification and evaluation of the engineering scheme by the basic scheme, this implementation form concretizes the verification and evaluation criteria into a quantitative assessment of two core ratios. By determining the ratios in two dimensions, the transformation effect of the topology results into the engineering scheme is clarified, providing an objective and quantifiable basis for the optimization, adjustment or redesign of the scheme.

[0066] The first evaluation metric is the performance improvement ratio of the engineering solution, which is the ratio of the actual performance improvement achieved by the engineering solution to the theoretical performance improvement calculated for the corresponding topology result. This ratio measures the degree to which the theoretical performance advantages of topology optimization are retained during engineering implementation. The grading criteria are as follows: a ratio of 80% is considered excellent, indicating that the engineering solution has almost completely achieved the theoretical performance target of topology optimization; a ratio of 70% is considered good, indicating that the transformation effect meets the engineering design expectations; and a ratio below 50% is considered poor, indicating that the engineering solution has failed to effectively inherit the performance value of the topology result.

[0067] The second evaluation metric is the topology efficiency ratio of the engineering solution, which is the ratio of the topology efficiency of the engineering solution to the topology efficiency of the corresponding topology result. The topology efficiency of the engineering solution is defined as the ratio of the performance improvement to the mass increase of the engineering solution. This ratio measures the degree to which the unit mass performance gain of the engineering solution matches the theoretical optimal value. The grading criteria are as follows: a ratio of 105% is considered excellent, indicating that the engineering solution has achieved efficiency performance better than theoretically possible in practical applications; a ratio of 80% is considered good; and a ratio below 60% is considered poor, indicating a serious imbalance between the weight input and performance output of the engineering solution.

[0068] During the verification and evaluation process, both of the above ratios must be evaluated independently. If both ratios are lower than their respective preset qualification thresholds, i.e., the performance improvement ratio is lower than 50% and the engineering solution topology efficiency ratio is lower than 60%, then the engineering solution is deemed to have a fundamental design flaw and cannot meet the balance requirements of vehicle body performance and weight cost, and the engineering solution must be redesigned.

[0069] By adopting a two-dimensional quantitative ratio evaluation system, the traditional subjective evaluation method that relies on experience is replaced, which enables accurate judgment of the transformation effect of engineering solutions, can quickly identify unqualified solutions, and effectively ensure the performance quality and cost control level of the vehicle body structure design.

[0070] As a specific implementation of this application, based on the basic solution, the further limitation of verifying and evaluating the effect of the engineering solution also includes: When the evaluation shows that the efficiency of the engineering solution exceeds the preset efficiency target, the engineering solution is structurally strengthened to increase its absolute performance improvement, and the efficiency of the strengthened solution is not lower than the preset efficiency target.

[0071] Specifically, based on the effectiveness verification and evaluation of the engineering scheme in the basic scheme, this implementation form further supplements the optimization rules for scenarios where efficiency exceeds the standard. According to the preset efficiency targets at different stages of vehicle development, the engineering schemes with excessive efficiency are structurally strengthened to maximize the absolute performance of the vehicle body structure while ensuring that the efficiency of the scheme is not lower than the preset target.

[0072] This application sets differentiated preset efficiency targets for different stages of vehicle development: a target greater than 800 for the concept design stage, greater than 500 for the initial design stage, and greater than 300 for the detailed design stage. When the efficiency of an engineering solution exceeds the preset efficiency target, structural reinforcement can be carried out on that solution. Specific methods of structural reinforcement include increasing the thickness of the shell plates, expanding the structural dimensions, and adding ribs, directly improving the absolute performance of the engineering solution through these reinforcement operations.

[0073] During the reinforcement and adjustment process, it is necessary to strictly control the efficiency value of the scheme to ensure that the efficiency of the reinforced scheme is not lower than the preset efficiency target, and at the same time stabilize the efficiency within the range of 100% to 120% of the preset target, so as to meet the efficiency requirements and maximize the improvement of absolute performance. For example, if the preset efficiency target in the conceptual design stage is 800, and a certain engineering scheme initially improves performance by 1200 and increases weight by 1kg, the efficiency exceeds the preset target. After thickening the shell and adding ribs for reinforcement, the performance improvement increases to 1500 and the weight increases by 1.5kg. The efficiency of the reinforced scheme still meets the preset requirements, prioritizing the improvement of the absolute performance of the structure.

[0074] Targeted enhancements are made to engineering solutions that exceed efficiency standards. While meeting the minimum efficiency requirements, the absolute performance of the vehicle body structure is maximized, balancing performance improvement and weight control, and adapting to the design needs of each R&D stage.

[0075] Figure 2 This is a schematic diagram of the structure of a vehicle topology iteration device provided in an embodiment of this application, as shown below. Figure 2 As shown, it includes: production module 201, analysis module 202, and evaluation module 203.

[0076] The manufacturing module 201 is configured to manufacture an inner wall shell based on the original surface of the vehicle body within a designable space, manufacture an outer wall shell based on the boundary of the designable space, and manufacture interconnected partitions between the inner wall shell and the outer wall shell to form a topological space filled with a plate and shell structure. Analysis module 202 is configured to perform topology optimization analysis on the topology space of the plate and shell to obtain topology results representing the material distribution; The evaluation module 203 is configured to iteratively evaluate and adjust the topology results based on preset evaluation dimensions until a qualified topology result is obtained.

[0077] It should be noted that other corresponding descriptions of the functional units involved in the vehicle body topology iteration device provided in this embodiment can be found in [reference]. Figure 1 The corresponding descriptions in [the document] will not be repeated here.

[0078] Based on the above, Figure 1 The embodiment illustrates a vehicle body topology iteration method. Correspondingly, this embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method. Figure 1 This illustrates a vehicle body topology iteration method.

[0079] Based on the above, Figure 1 The embodiment illustrates a vehicle body topology iteration method. Correspondingly, this embodiment also provides a computer program product storing a computer program that, when executed by a processor, implements the above-described method. Figure 1 This illustrates a vehicle body topology iteration method.

[0080] Based on this understanding, the technical solution of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as personal computer, server, or network device, etc.) to execute the methods of various implementation scenarios of this application.

[0081] Based on the above, Figure 1 A vehicle body topology iteration method is shown, and Figure 2 To achieve the above objectives, the present application also provides an electronic device, such as a personal computer or a server, in the illustrated virtual device embodiment. This device includes a storage medium and a processor; the storage medium stores a computer program; the processor executes the computer program to implement the above-described virtual device. Figure 1 This illustrates a vehicle body topology iteration method.

[0082] In some embodiments, the aforementioned physical device may further include a user interface, a network interface, a camera, radio frequency (RF) circuitry, sensors, audio circuitry, a Wi-Fi module, etc. The user interface may include a display screen, an input unit such as a keyboard, etc., and optionally, a USB interface, a card reader interface, etc. In some embodiments, the network interface may include a standard wired interface, a wireless interface (such as a Wi-Fi interface), etc.

[0083] The storage medium may also include an operating system and a network communication module. The operating system is a program that manages the hardware and software resources of the aforementioned physical device, supporting the operation of information processing programs and other software and / or programs. The network communication module is used to enable communication between the various components within the storage medium, as well as communication with other hardware and software in the information processing physical device.

[0084] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0085] The above are merely specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to these embodiments, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle body topology iteration method, characterized in that, include: Within the designable space, an inner wall shell is made based on the original surface of the vehicle body, an outer wall shell is made based on the boundary of the designable space, and interconnected partitions are made between the inner wall shell and the outer wall shell to form a topological space filled with a plate and shell structure. A topology optimization analysis is performed on the topology space of the plate and shell to obtain topology results representing the material distribution; Based on preset evaluation dimensions, the topology results are iteratively evaluated and adjusted until a qualified topology result is obtained.

2. The vehicle body topology iteration method according to claim 1, characterized in that, The interconnected partitions are non-linear partitions, so that the topological path is bent.

3. The vehicle body topology iteration method according to claim 2, characterized in that, The non-linear partition is a honeycomb-shaped partition structure composed of multiple regular hexagons.

4. The vehicle body topology iteration method according to claim 1, characterized in that, In the topological space, there is an offset gap between the inner wall shell and the original surface of the vehicle body, and they are connected by weld points disposed in the gap.

5. The vehicle body topology iteration method according to claim 1, characterized in that, The preset evaluation dimensions include: The topology efficiency is evaluated as the ratio of the change in performance to the change in mass before and after topology. The percentage of topology space retention is evaluated, which is the ratio of the mass of material retained after topology to the total mass before topology.

6. The vehicle body topology iteration method according to claim 5, characterized in that, The evaluation of the topology space retention percentage includes: If the percentage is lower than the preset lower threshold, the thickness of the material concentration area is set to a uniform value, and the area is removed from the topology space before topology optimization analysis is performed. If the percentage is higher than the preset upper limit threshold, the topology results with a thickness lower than the preset cleaning threshold are cleaned, or the overall topology space is split and topology optimization analysis is performed separately before being assembled and iterated again.

7. The vehicle topology iteration method according to claim 1, characterized in that, Also includes: Based on the qualified topology results, an engineering plan is prepared, and the effectiveness of the engineering plan is verified and evaluated. The verified engineering solution is added as a constant to the original vehicle body model and used together with the topology space to be optimized as a new analysis model. Topology optimization analysis and iteration are performed again to explore local reinforcement or supplementary solutions that match the engineering solution.

8. The vehicle topology iteration method according to claim 7, characterized in that, The verification and evaluation of the engineering solution includes: Evaluate the ratio of the performance improvement of the engineering solution to the performance improvement of the topology result; Evaluate the ratio of the topology efficiency of the proposed engineering solution to the topology efficiency of the resulting topology; If both ratios are lower than their respective preset acceptable thresholds, then a redesign is required.

9. The vehicle body topology iteration method according to claim 7, characterized in that, The verification and evaluation of the engineering solution also includes: When the evaluation shows that the efficiency of the engineering solution exceeds the preset efficiency target, the engineering solution is structurally strengthened to increase its absolute performance improvement, and the efficiency of the strengthened solution is not lower than the preset efficiency target.

10. A vehicle body topology iteration device, characterized in that, include: The manufacturing module is configured to manufacture an inner wall shell based on the original surface of the vehicle body within a designable space, manufacture an outer wall shell based on the boundary of the designable space, and manufacture interconnected partitions between the inner wall shell and the outer wall shell to form a topological space filled with a plate and shell structure. The analysis module is configured to perform topology optimization analysis on the topology space of the plate and shell to obtain topology results representing the material distribution; The evaluation module is configured to iteratively evaluate and adjust the topology results based on preset evaluation dimensions until a qualified topology result is obtained.

11. An electronic device, characterized in that, include: At least one processor; and a memory communicatively connected to the at least one processor; The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the vehicle topology iteration method according to any one of claims 1-9.

12. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to execute the vehicle topology iteration method according to any one of claims 1-9.

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