汽车后副车架轻量化概念设计方法研究

doi:10.19562/j.chinasae.qcgc.2021.05.018

Abstract

Abstract:

In the conceptual design stage of automotive structure， an integrated structure?material?performance optimization is achieved by combining topology optimization technology and parametric modeling with the section shape control method introduced in this paper. Firstly， a comprehensive objective topology optimization is conducted on rear subframe. Secondly， an implicit parametric model of rear subframe is constructed， and by adopting the cross?sectional shape control method， 36 parameters such as part shape， position， thickness and material etc. are selected as design variables， a multi?objective optimization is carried out on the model topologically optimized， with minimizing mass and maximizing the first?order modal frequency as objectives and the hard?points stiffness and the first?three?order modal frequencies as constraints. The results show that on the premise of meeting the performance objective of rear subframe， its mass reduces by 2.41 kg， achieving a lightweighting rate of 14.5%.

Key words: conceptual design, parametric modeling, rear subframe, lightweight design

Fangwu Ma,Zhuojun Wang,Meng Yang,Hongyu Liang,Zhenjiang Wu,Yongfeng Pu. Research on Lightweight Conceptual Design Method of Vehicle Rear Subframe[J].Automotive Engineering, 2021, 43(5): 776-783.

Figures/Tables 22

材料

密度

$ρ / (k g · m m - 3)$

泊松比

$μ$

弹性模量

$E / M P a$

屈服强度

$σ s / M P a$

S550MC

7.85×10^-6

0.3

2.1×10⁵

550

References 21

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工况名称	重要程度	权重系数
垂向工况	重要	0.2
前行制动工况	重要	0.2
倒车制动工况	一般	0.1
左转弯工况	较重要	0.15
右转弯工况	较重要	0.15
过坎工况	重要	0.2

硬点位置	方向	刚度值/ （N·mm^-1）	设计目标/ （N·mm^-1）
左侧上摆臂内点连接点	X	10 300.47	6 800
	Y	70 839.34	38 000
	Z	58 366.38	40 000
左侧横拉杆内点连接点	X	14 592.99	12 000
	Y	118 645.58	76 000
	Z	79 901.88	50 000
左侧与稳定杆连接点	X	15 668.37	10 000
	Y	24 498.50	18 000
	Z	24 297.04	18 000
左侧下摆臂内点连接点	X	5 156.69	4 500
	Y	99 586.02	71 000
	Z	12 069.43	8 600
右侧上摆臂内点连接点	X	10 349.61	6 800
	Y	71 529.73	38 000
	Z	58 046.86	40 000
右侧横拉杆内点连接点	X	14 555.93	12 000
	Y	118 363.81	76 000
	Z	81 149.66	50 000
右侧与稳定杆连接点	X	15 512.51	10 000
	Y	24 568.74	18 000
	Z	24 124.35	18 000
右侧下摆臂内点连接点	X	5 051.67	4 500
	Y	101 272.22	71 000
	Z	12 104.41	8 600

阶次	频率/Hz	振型描述	设计目标频率/Hz
1	138.8	1阶扭转	105
2	234.2	1阶弯曲	200
3	246.2	弯曲	220

序号	变量种类	初始值	变化范围
DV1	前横梁形状	0	-10~5
DV2	前横梁Ⅰ宽度	0	-5~5
DV3	前横梁Ⅱ宽度	0	-5~5
DV4	前横梁上端高度	0	-5~5
DV5	前横梁下端高度	0	-5~5
DV6	前横梁Ⅰ厚度	3.2	1.5~3.5
DV7	前横梁Ⅱ厚度	3.2	1.5~3.5

序号	变量种类	初始值	变化范围
DV8	摆臂连接板高度	0	0~10
DV9	摆臂连接板厚度	3	1.5~3.5
DV10	摆臂连接板加强板Ⅰ位置	0	-5~15
DV11	摆臂连接板加强板高度	0	-10~10
DV12	摆臂连接板加强板Ⅰ厚度	2.5	1.5~3.5
DV13	摆臂连接板加强板Ⅱ厚度	2.5	1.5~3.5

Research on Lightweight Conceptual Design Method of Vehicle Rear Subframe

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Figures/Tables 22

References 21

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序号	变量种类	初始值	变化范围
DV14	后横梁位置沿X方向移动	0	-5~10
DV15	后横梁形状	0	-10~10
DV16	后横梁Ⅰ宽度	0	-5~5
DV17	后横梁Ⅱ宽度	0	0~5
DV18	后横梁上端高度	0	-5~5
DV19	后横梁下端高度	0	-5~5
DV20	后横梁Ⅰ厚度	2	1.5~3.5
DV21	后横梁Ⅱ厚度	3	1.5~3.5
DV22	后横梁加强板Ⅰ位置	0	-5~15
DV23	后横梁加强板Ⅱ位置	0	0~15
DV24	后横梁加强板Ⅰ厚度	2.5	1.5~3.5
DV25	后横梁加强板Ⅱ厚度	2.5	1.5~3.5

序号	变量种类	初始值	变化范围
DV26	纵梁曲率	0	-5~10 mm
DV27	纵梁002截面沿Y方向缩放	1	-1.5~1.5
DV28	纵梁002截面沿Z方向缩放	1	-1.5~1.5
DV29	纵梁003截面沿Y方向缩放	1	-1.5~1.5
DV30	纵梁003截面沿Z方向缩放	1	-1.5~1.5
DV31	纵梁004截面沿Y方向缩放	1	-1.5~1.5
DV32	纵梁004截面沿Z方向缩放	1	-1.5~1.5
DV33	纵梁005截面沿Y方向缩放	1	-1.5~1.5
DV34	纵梁005截面沿Z方向缩放	1	-1.5~1.5
DV35	纵梁厚度	2.5 mm	1.5~3.5 mm
DV36	纵梁材料	S550MC	6061/S550MC

硬点位置	方向	刚度值/ （N·mm^-1）	设计目标/ （N·mm^-1）
左侧上摆臂内点连接点	X	8 684.72	6 800
	Y	57 545.31	38 000
	Z	48 391.14	40 000
左侧横拉杆内点连接点	X	12 780.32	12 000
	Y	108 692.67	76 000
	Z	72 413.87	50 000
左侧与稳定杆连接点	X	14 199.86	10 000
	Y	24 077.05	18 000
	Z	20 586.22	18 000
左侧下摆臂内点连接点	X	4 545.45	4 500
	Y	74 160.81	71 000
	Z	8 928.57	8 600
右侧上摆臂内点连接点	X	8 905.32	6 800
	Y	58 083.07	38 000
	Z	48 442.13	40 000
右侧横拉杆内点连接点	X	12 505.94	12 000
	Y	107 709.26	76 000
	Z	73 454.18	50 000
右侧与稳定杆连接点	X	14 164.41	10 000
	Y	23 563.24	18 000
	Z	20 590.77	18 000
右侧下摆臂内点连接点	X	4 545.45	4 500
	Y	74 977.69	71 000
	Z	8 928.57	8 600

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