钢-铝混合驾驶室材料-结构轻量化设计

doi:10.19562/j.chinasae.qcgc.2024.04.019

Abstract

Abstract:

In order to obtain a more comprehensive lightweight design for the commercial vehicle cab， a holistic material-structure lightweight method for the steel-aluminum hybrid cab is proposed. Firstly， a performance-driven material selection method is established， which is based on sensitivity analysis， equal stiffness approximation theory， and equal strength theory. The scheme of steel-aluminum hybrid materials for steel cab is preliminary designed. Secondly， the key force transfer paths of the cab are identified by compromise programming method topology optimization and the relevant structures are strengthened. Then， the radial basis function （RBF） surrogate models of cab mass， stiffness， and modal performance are established， by considering the design parameters of the thicknesses of cab parts and cross-section sizes. And the multi-objective particle swarm optimization approach （MOPSO） is used for the multi-objective optimal design of the cab. The optimization results show that the mass of the cab is reduced by 12.8% under the requirements of cab performances of stiffness， modal， and collision. This method has practical engineering guidance value for the lightweight of steel-aluminum hybrid cab.

Key words: commercial vehicle cab, steel-aluminum hybrid, lightweight, topology optimization, MOPSO

Chao Wang,Ming Li,Aiguo Cheng,Zhicheng He,Wanyuan Yu. Lightweight Design of Material-Structure for Steel-Aluminum Hybrid Cab[J].Automotive Engineering, 2024, 46(4): 735-744.

Figures/Tables 20

References 21

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变量	扭转刚度	弯曲刚度	A柱打击	正面碰撞	顶压
T₁	5.9	1.8	2.4	26.8	0.3
T₂	4.7	2.6	2.9	23.4	1.7
T₃	7.2	0.3	3.1	1.0	0.2
T₄	0.9	22.8	0.6	10.7	0.6
T₅	6.0	35.8	1.2	0.3	1.8
T₆	31.3	4.8	20.2	6.7	16.5
T₇	0.5	0	0	0	4.8
T₈	0.3	0	0.1	0	8.6
T₉	9.2	0.4	0.7	0.1	3.8
T₁₀	1.9	0.3	0.3	0.0	11.1
T₁₁	0.9	0.3	6.2	0.1	5.4
T₁₂	0.3	1.0	1.4	0.4	9.6
T₁₃	8.2	0.2	5.1	0.2	2.8
T₁₄	0.5	10.2	11.0	1.5	0.3
T₁₅	3.6	0.5	23.8	1.6	13.0
T₁₆	4.7	0.9	5.5	9.3	0.5

零件	初始		材料替换
零件	材料	厚度	材料	厚度
门槛内板	B170P	1.2	780DP	0.8
A柱内板上段	B210P	1.5	780DP	1.2
A柱内板下段	B210P	1.2	780DP	0.8
上边梁内板	B170P	1.0	590DP	0.7
B柱内板	H220	1.2	980DP	0.7
顶盖前段外板	DC06	0.8	6111-T4	1.8
后围外板	DC03	0.8	6111-T4	1.5
后围上部外板	DC03	0.8	6111-T4	1.5
顶盖内板	DC04	0.8	5182-O	1.5

驾驶室性能		初始值	材料替换
驾驶室质量/kg		341.5	302.6（-11.4%）
扭转刚度/（N·m·（°）^-1）		37 172	36 075（-3%）
弯曲刚度/（N·mm^-1）		9 122	8 606（-5.6%）
1阶扭转模态/Hz		18.7	20.6（+10%）
A柱打击	转向管柱最小距离/mm	144	140.7（-2.3%）
	仪表台最小距离/mm	87.8	86.4（-1.6%）
	转向盘最小距离/mm	112.3	104.9（-6.5%）
正面碰撞	转向管柱最小距离/mm	59.3	59.7（+0.6%）
	仪表台最小距离/mm	18.4	15（-18.4%）
	转向盘最小距离/mm	31.4	88.2（+181%）
顶压	头部空间/mm	199.3	140（-29%）

加载工况	实际载荷	加载载荷	权重
扭转刚度	293 N	1 000 N	0.3
弯曲刚度	7.1 kN	1 000 N	0.3
A柱打击	45.6 kN	1 000 N	0.1
正面碰撞	142 kN	1 000 N	0.2
顶压	98 kN	1 000 N	0.1

驾驶室性能		初始值	材料替换	拓扑优化
驾驶室质量/kg		341.5	302.6	308.7
扭转刚度/（N·m·（°）^-1）		37 172	36 075	36 632
弯曲刚度/（N·mm^-1）		9 122	8 606	8 811
1阶扭转模态/Hz		18.7	20.6	20.6
A柱打击	转向管柱最小距离/mm	144	140.7	150
	仪表台最小距离/mm	87.8	86.4	88
	转向盘最小距离/mm	112.3	104.9	113
正面碰撞	转向管柱最小距离/mm	59.3	59.7	76.3
	仪表台最小距离/mm	18.4	15	22.2
	转向盘最小距离/mm	31.4	88.2	92.3
顶压	头部空间/mm	199.3	140	188.1

Lightweight Design of Material-Structure for Steel-Aluminum Hybrid Cab

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项目	标准	训练集	验证集
质量	R²	0.999	0.998
	E_avg	0.006 2	0.029 5
	E_max	0.172	0.353 5
	E_RMS	0.043 9	0.179 5
扭转刚度	R²	0.986 8	0.981 5
	E_avg	0.090 4	0.116 6
	E_max	155.25	124.9
	E_RMS	48.86	55.23
弯曲刚度	R²	0.992	0.985
	E_avg	0.065 7	0.097 87
	E_max	109.958	38
	E_RMS	14.96	17.68
1阶扭转模态	R²	0.999	0.999
	E_avg	0.022 31	0.020 83
	E_max	0.182 6	0.445 6
	E_RMS	0.021 54	0.022 64

驾驶室性能		初始值	参数优化	仿真验证
驾驶室质量/kg		341.5	296.7	297.8
扭转刚度/（N·m·（°）^-1）		37 172	37 535	37 744
弯曲刚度/（N·mm^-1）		9 122	9 150	9 119
1阶扭转模态/Hz		18.7	19.99	20.1
A柱打击	转向管柱最小距离/mm	144		162
	仪表台最小距离/mm	87.8		91
	转向盘最小距离/mm	112.3		113
正面碰撞	转向管柱最小距离/mm	59.3		88
	仪表台最小距离/mm	18.4		39
	转向盘最小距离/mm	31.4		91
顶压	头部空间/mm	199.3		185

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