CN114880771A - Structure optimization method for reinforcing rib of large panel of vehicle body - Google Patents
Structure optimization method for reinforcing rib of large panel of vehicle body Download PDFInfo
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Abstract
The invention relates to a structure optimization method of a vehicle body large panel reinforcing rib, which comprises the following steps: s1, modeling a finite element of the whole vehicle; s2, road vibration noise simulation analysis; s3, analyzing and identifying the problem reason; s4, intercepting a model and carrying out modal analysis; s5, optimizing and analyzing the appearance; and S6, verifying the optimization result. According to the invention, the optimal arrangement mode of the key panel reinforcing ribs can be rapidly designed through the morphology optimization analysis technology, the traditional mainstream optimization method that an analysis engineer repeatedly tries by personal experience and cannot precisely design the arrangement mode of the key panel reinforcing ribs in the prior art is improved, the one-time design qualification of the key panel structure, performance and the like is ensured, the method has the advantages of high efficiency and low cost, and the risk of prolonging the research and development period and increasing the research and development cost caused by later-stage design change is effectively reduced.
Description
Technical Field
The invention relates to an automobile, in particular to a structure optimization method for a reinforcing rib of a large panel of an automobile body.
Background
The NVH performance of the automobile is the most direct feeling of a user on the quality of the whole automobile, the level of the NVH performance reflects the design and manufacturing quality of the automobile, and the NVH performance is one of important factors influencing the market performance of the automobile. The problem of vibration noise in the automobile caused by the road surface is an important component of NVH performance of the automobile, particularly for a new energy automobile type, the problem of road noise becomes more prominent without covering engine background noise; thousands of customer complaints (TGW) of automobile road noise are getting worse in recent years, and the problem of low-frequency 'drumming' is found to be one of the common complaints of customers through TGW big data analysis. It has been clarified through a plurality of items of CAE simulation analysis and experimental verification: the main reason for the low frequency "drumming" problem is due to the coupling of the large body panel (floor, ceiling, spare wheel well, back door, etc.) mode with the acoustic cavity mode, creating a "drumming" like sound in the vehicle. People can distinguish the NVH sound conveniently, and the image is called low-frequency 'beating drum sound'. Aiming at the problem of low-frequency 'knocking sound', each large host factory has a mature solution: the problem avoidance is realized through the optimization of the large panel mode of the vehicle body.
Aiming at the design optimization of a large panel structure of a vehicle body, the mainstream method of the current host factory is as follows: a product engineer designs an initial structure according to the marker post vehicle/the reference vehicle; and (3) analyzing the sensitive area of the large panel of the vehicle body by referring to the modal contribution/panel contribution by a simulation analysis engineer according to personal experience, and optimizing the mode of the large panel of the vehicle body by adding connecting pieces/reinforcing pieces or adjusting the arrangement mode of reinforcing ribs in the sensitive area of the structure. The addition of connectors/reinforcements can quickly increase the mode of a large panel, but at a relatively high cost; the arrangement mode of optimizing the reinforcing ribs does not increase the cost of parts, does not influence the process rhythm, is convenient and practical, and is widely applied to engineering. The mode of a large panel of a vehicle body can be improved by optimizing the arrangement of the reinforcing ribs, and the problem of 'knocking sound' can be basically solved, but the existing mainstream optimization method has the following problems: the optimization of the arrangement of the reinforcing ribs of the large panel of the automobile body can be realized by repeatedly trying according to the experience of an analysis engineer.
Disclosure of Invention
The object of the present invention is to propose a method for structural optimization of a reinforcing bar for large panels of vehicle bodies, in order to alleviate or eliminate at least one of the above-mentioned technical problems.
The invention relates to a structure optimization method of a reinforcing rib of a large panel of a vehicle body, which comprises the following steps of:
s1, modeling finite elements of the whole vehicle:
establishing a finished automobile NVH simulation analysis finite element model;
s2, road vibration noise simulation analysis:
based on the NVH simulation analysis of the whole vehicle, a finite element model and the random excitation of the road surface are subjected to loading excitation on a grounding point of a tire model, and low-frequency road vibration noise simulation analysis is carried out to obtain the noise response of the right ear of a driver and the right ear of a rear-row right passenger in the vehicle;
s3, problem reason analysis and identification:
comparing the noise response obtained in the S2 with a target value, confirming a problem frequency band, and confirming a key panel and a key mode causing the noise problem by combining the contribution amount of the panel and the analysis of the mode participation factor aiming at the problem frequency band;
s4, model interception and modal analysis:
intercepting the key panel model, grinding the original reinforcing ribs of the key panel model, constraining the key panel model according to the original constraint mode of the vehicle body, solving the constraint mode of the key panel model, and finding the constraint mode which is closest to the key mode in S3;
s5, morphology optimization analysis:
performing morphology optimization based on the key panel model intercepted in the step S4 and the found constraint mode to obtain an optimization scheme of the key panel reinforcing ribs;
s6, verifying an optimization result:
substituting the optimization scheme of the key panel reinforcing ribs obtained in the S5 into the finished automobile NVH simulation analysis finite element model established in the S1, calculating a road noise result, and verifying whether the optimization scheme meets the performance requirement; and if the optimized scheme can not meet the performance requirement, returning to S5 to carry out optimization design again until the optimized scheme meets the performance requirement.
Optionally, the goal of the morphology optimization in S5 is: the 1 st order modal frequency of the key panel model is maximized and better than the underlying results.
Optionally, the S5 includes the following steps:
s501, determining a designable area of the key panel model, independently putting finite element units and attributes thereof in the designable area into a group, and refining the part of grids;
s502, setting reinforcing rib appearance optimization parameters of the key panel model;
s503, carrying out constraint and solution setting on the key panel model, wherein the optimization variables are the arrangement mode of the reinforcing ribs, and finding the optimized constraint mode which is closest to the constraint mode found in S4;
s504, if the optimized constraint mode is superior to the constraint mode found in the S4, forming an optimized scheme of the key panel reinforcing ribs; otherwise, returning to S502 to adjust the morphology optimization parameters until the optimization constraint modality is better than the constraint modality found in S4.
Optionally, the morphology optimization parameters include reinforcing rib width, rib forming angle, rib forming height and rib forming direction.
Optionally, in the S6, if the optimization solution cannot meet the performance requirement, the designable region of the key panel model is adjusted and the process returns to the step S5.
According to the invention, the optimal arrangement mode of the key panel reinforcing ribs can be rapidly designed through the morphology optimization analysis technology, the traditional mainstream optimization method that an analysis engineer repeatedly tries by personal experience and cannot precisely design the arrangement mode of the key panel reinforcing ribs in the prior art is improved, the one-time design qualification of the key panel structure, performance and the like is ensured, the method has the advantages of high efficiency and low cost, and the risk of prolonging the research and development period and increasing the research and development cost caused by later-stage design change is effectively reduced. The method reduces the optimization difficulty of the low-frequency 'drumming' problem, improves the optimization efficiency, and can help designers to quickly solve the 'drumming' problem.
Drawings
FIG. 1 is a flow chart of a method for optimizing the structure of a reinforcing bar for a large panel of a vehicle body according to an embodiment;
FIG. 2 is a schematic view of a spare tire pool model taken in an embodiment;
FIG. 3 is a schematic illustration of a designable area of a spare tire pool model in an embodiment;
fig. 4 is a schematic structural diagram of the shape-optimized spare tire pool model in the specific embodiment.
Detailed Description
The invention will be further explained with reference to the drawings.
The method for optimizing the structure of the reinforcing rib of the large panel of the vehicle body shown in figure 1 comprises the following steps:
s1, modeling finite elements of the whole vehicle:
and establishing a finished automobile NVH simulation analysis finite element model according to the finished automobile NVH simulation analysis requirement.
S2, road vibration noise simulation analysis:
based on the NVH simulation analysis finite element model of the whole vehicle and the random excitation of the road surface, the excitation is loaded on the grounding point of the tire model, the low-frequency road vibration noise simulation analysis is carried out, and the noise response of the right ear of the driver and the right ear of the rear-row right passenger in the vehicle is obtained.
S3, problem reason analysis and identification:
comparing the noise response obtained in the step S2 with a target value, confirming a problem frequency band causing a low-frequency "drumming sound", and confirming a key panel and a key mode causing a noise problem by combining the contribution amount of the panel and the analysis of the mode participation factor with respect to the problem frequency band; in the present embodiment, a spare tire pool is taken as an example of a key panel.
S4, model interception and modal analysis:
as shown in fig. 2, in the complete vehicle NVH simulation analysis finite element model, the spare tire pool model is intercepted, the original reinforcing ribs of the spare tire pool model are ground, the spare tire pool model is constrained according to the original vehicle body constraint mode (the degree of freedom in the direction of the vehicle body connecting position 123, namely the degrees of freedom in the vehicle body connecting positions Tx, Ty and Tz), the constraint mode of the spare tire pool model is solved, and the constraint mode closest to the key mode in S3 is found.
S5, morphology optimization analysis:
performing morphology optimization based on the spare tire pool model intercepted in the step S4 and the found constraint mode to obtain an optimization scheme of the spare tire pool reinforcing rib, so that the 1-order modal frequency of the spare tire pool model is maximum and superior to a basic result, wherein the basic result refers to the constraint mode found in the step S4;
specifically, the morphology optimization analysis comprises the following steps:
s501, as shown in figure 3, determining a designable area of the spare tire pool model, independently putting finite element units and attributes thereof in the designable area into a group, and refining grids of the finite element units in the group, wherein the grids are refined from original 10mm multiplied by 10mm to 5mm multiplied by 5 mm;
s502, carrying out reinforcing rib appearance optimization parameter setting on the spare tire pool model, wherein the appearance optimization parameters comprise reinforcing rib width, rib rising angle, rib rising height and rib rising direction, and the initial value of the appearance optimization parameters is as follows: strengthening rib width 12mm, play muscle angle: 60deg, ribbing height: 15mm, ribbing direction: a unit normal direction;
s503, constraining and solving the spare tire pool model, specifically, constraining the spare tire pool model according to the original vehicle body constraint mode, solving the constraint mode of the spare tire pool model, and finding the constraint mode which is the closest to the constraint mode found in S4 as the optimized constraint mode;
s504, if the optimization constraint mode is superior to the constraint mode found in S4, namely the iterative process is converged, forming an optimization scheme of the spare tire pool reinforcing rib shown in FIG. 4; otherwise, returning to S502 to adjust the morphology optimization parameters, and performing iterative optimization until the optimization constraint mode is superior to the constraint mode found in S4. The optimization variable is the arrangement mode of the reinforcing ribs, and the optimization target is the maximization of 1-order modal frequency of the spare tire pool model.
S6, verifying an optimization result:
substituting the optimization scheme of the spare tire pool reinforcing ribs obtained in the S5 into the complete vehicle NVH simulation analysis finite element model established in the S1, calculating a road noise result, and verifying whether the optimization scheme meets the performance requirement; if the optimized solution cannot meet the performance requirement, adjusting the range of the designable area of the spare tire pool model and returning to execute S5 until the optimized solution meets the performance requirement. Specifically, the road noise simulation analysis result of the optimization scheme is compared with the road noise simulation result in S2, and if the road noise simulation analysis result of the optimization scheme is better than the road noise simulation result in S2, the optimization scheme is implemented; and if the road noise simulation analysis result of the optimization scheme is worse than the road noise simulation result in the S2, adjusting the range of the designable area of the spare tire pool model and returning to execute S5 until the optimization scheme meets the performance requirement.
Claims (5)
1. A structure optimization method for a reinforcing rib of a large panel of a vehicle body is characterized by comprising the following steps:
s1, modeling finite elements of the whole vehicle:
establishing a finished automobile NVH simulation analysis finite element model;
s2, road vibration noise simulation analysis:
based on the NVH simulation analysis of the whole vehicle, a finite element model and the random excitation of the road surface are subjected to loading excitation on a grounding point of a tire model, and low-frequency road vibration noise simulation analysis is carried out to obtain the noise response of the right ear of a driver and the right ear of a rear-row right passenger in the vehicle;
s3, problem reason analysis and identification:
comparing the noise response obtained in the step S2 with a target value, confirming a problem frequency band, and confirming a key panel and a key mode causing the noise problem by combining the contribution amount of the panel and the analysis of the mode participation factor aiming at the problem frequency band;
s4, model interception and modal analysis:
intercepting the key panel model, grinding the original reinforcing ribs of the key panel model, constraining the key panel model according to the original constraint mode of the vehicle body, solving the constraint mode of the key panel model, and finding the constraint mode which is closest to the key mode in S3;
s5, morphology optimization analysis:
performing morphology optimization based on the key panel model intercepted in the step S4 and the found constraint mode to obtain an optimization scheme of the key panel reinforcing ribs;
s6, verifying an optimization result:
substituting the optimization scheme of the key panel reinforcing ribs obtained in the S5 into the finished automobile NVH simulation analysis finite element model established in the S1, calculating a road noise result, and verifying whether the optimization scheme meets the performance requirement; and if the optimized scheme can not meet the performance requirement, returning to S5 to carry out optimization design again until the optimized scheme meets the performance requirement.
2. The structural optimization method of a reinforcing bar for vehicle body large panels according to claim 1, wherein the objective of the profile optimization in S5 is: the 1 st order modal frequency of the key panel model is maximized and better than the underlying results.
3. The structural optimization method of a vehicle body large panel reinforcing bar according to claim 2, wherein said S5 includes the steps of:
s501, determining a designable area of the key panel model, independently putting finite element units and attributes thereof in the designable area into a group, and refining the part of grids;
s502, setting the shape optimization parameters of the reinforcing ribs for the key panel model;
s503, carrying out constraint and solution setting on the key panel model, wherein the optimization variables are the arrangement mode of the reinforcing ribs, and finding the optimized constraint mode which is closest to the constraint mode found in S4;
s504, if the optimized constraint mode is superior to the constraint mode found in the S4, forming an optimized scheme of the key panel reinforcing ribs; otherwise, returning to S502 to adjust the morphology optimization parameters until the optimization constraint modality is better than the constraint modality found in S4.
4. The structural optimization method of the reinforcing rib for the large panel of the vehicle body according to claim 3, wherein the morphology optimization parameters include a reinforcing rib width, a rib raising angle, a rib raising height and a rib raising direction.
5. The structural optimization method of a vehicle body large panel reinforcing bead according to claim 3, wherein in said S6, if the optimization solution fails to meet the performance requirement, the designable region of the key panel model is adjusted and the execution returns to S5.
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