基于拓扑优化的车辆底部防护组件改进设计

毕政; 周云波; 吴凯; 李明星; 孙晓旺

doi:10.11883/bzycj-2020-0141

基于拓扑优化的车辆底部防护组件改进设计

doi: 10.11883/bzycj-2020-0141

南京理工大学机械工程学院，江苏南京 210094

基金项目: 国家自然科学基金（51405232,11802140）；中央高校基本科研业务费专项资金（30918011303）；道路交通安全公安部重点实验室开放基金（2018ZDSYSKFKT09）

详细信息

作者简介:
毕　政（1997－　），男，硕士研究生，koery806@163.com

通讯作者:
周云波（1980－　），男，博士，副教授，yunbo31983@163.com

中图分类号: O383; TJ81
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- 文章访问数: 623
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- 被引次数: 0
出版历程
- 收稿日期: 2020-05-11
- 修回日期: 2020-08-14
- 网络出版日期: 2021-04-14
- 刊出日期: 2021-04-14

Improved design of vehicle bottom protective components based on topology optimization

School of Mechanical Engineering, Nanjing University of Science and Technology, Nanjing 210094, Jiangsu, China

摘要

摘要: 为提升车辆底部防护组件的抗爆性能，降低车身底板变形对车内乘员的威胁，基于混合自动元胞机法对防护组件中的加强梁进行拓扑优化设计，得到了加强梁的最佳材料分布形式，随后根据拓扑优化结果进行了工程诠释和重新设计。为了进一步提升防护组件的抗爆性能，采用多目标优化的方法对加强梁进行优化设计，以基板的挠度峰值、基板的最大动能和防护组件质量为优化目标，防护组件的质量为约束条件，以及梁的厚度、截面尺寸为设计变量，得出加强梁各参数组合的最优方案。结果表明，相比于初始设计，该方案在不增加结构质量的情况下，防护组件的抗爆性能得到显著提升，改进后基板的挠度峰值降低了5%，基板的最大动能降低了11.58%。
- 防护组件 /
- 抗爆炸冲击 /
- 拓扑优化 /
- 多目标优化
Abstract: In order to improve the anti-explosion performance of the bottom protective components of the vehicle and reduce the threat of the body floor deformation to the occupants in the vehicle, topology optimization was conducted based on hybrid cellular automation (HCA) to design the stiffening beams in the protective components, the best material distribution form of the stiffening beams was obtained, the topology optimization results was interpreted and then the stiffening beams was redesigned. In order to further improve the anti-explosion performance of the protective components, the multi-objective optimization method was used to optimize the design of the stiffening beams, the optimal scheme for the parameter combination of the beams was obtained by selecting the peak deflection of test plate, the maximum kinetic energy of test plate and the mass of the protective components as objectives, the mass of the protective components as constraint, the thickness and cross-sectional dimensions of the beams as design variables. The results show that, compared with the original design, the scheme increase the anti-explosion performance of the protective components without increasing the structural mass. After optimization the peak deflection of test plate is reduced by 5%, and the maximum kinetic energy of test plate is reduced by 11.58%.
- protective components /
- anti-explosion impact /
- topology optimization /
- multi-objective optimization

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图 1 爆炸冲击台架数值模型

Figure 1. Simulation model of explosive impact bench

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图 2 防护组件爆炸数值计算结果

Figure 2. Explosion simulation results of protective components

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图 3 台架爆炸试验结果与分析

Figure 3. Bench explosion test results and analysis

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图 4 台架模型简化及分析

Figure 4. Bench model simplification and analysis

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图 5 拓扑优化模型

Figure 5. Topology optimization model

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图 6 拓扑优化结果与工程解读

Figure 6. Topology optimization results and engineering interpretation

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图 7 设计变量位置图

Figure 7. Design variable position diagram

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图 8 帕累托解集

Figure 8. Pareto set

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图 9 改进后基板最大变形图

Figure 9. Maximum deflection of the test plate after optimization

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图 10 改进前后基板动能

Figure 10. Kinetic energy of test plate before and after optimization

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表 1 正交试验设计结果

Table 1. Results obtained by orthogonal test design

试验	T₁/mm	T₂/mm	T₃/mm	T₄/mm	T₅/mm	d/mm	K/kJ
1	7.2	5.4	3.6	3.6	0.288	134.4	39.1
2	7.2	5.4	3.6	4.4	0.352	130.5	38.7
3	7.2	6.6	4.4	3.6	0.288	126.6	35.4
4	7.2	6.6	4.4	4.4	0.352	122.1	35.3
5	8.8	5.4	4.4	3.6	0.352	128.7	37.2
6	8.8	5.4	4.4	4.4	0.288	127.3	35.8
7	8.8	6.6	3.6	3.6	0.352	123.5	32.2
8	8.8	6.6	3.6	4.4	0.288	123.1	32.8

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表 2 基板挠度峰值及最大动能影响因素显著性分析

Table 2. Notability analysis of peak deflection and maximum kinetic energy of test plate influence factors

来源	基板挠度峰值/mm			基板最大动能/kJ
来源	平方和	均方	F	平方和	均方	F
T₁	15.125	15.125	88.971	13.781	13.781	26.956
T₂	81.920	81.920	481.882	28.501	28.501	55.748
T₃	5.780	5.780	34.000	0.101	0.101	0.198
T₄	13.005	13.005	76.500	0.211	0.211	0.413
T₅	5.445	5.445	32.029	0.011	0.011	0.022
误差	0.340	0.340		1.022	1.022

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表 3 设计变量取值范围

Table 3. Design variable value range

设计变量	变量描述	初始值	下限	上限
X₁/mm	边梁厚度	4	4	6
X₂/mm	原有纵梁厚度	4	3	6
X₃/mm	横梁厚度	4	2	6
X₄/mm	新增纵梁厚度	2	1	3
X₅/mm	原有纵梁宽度	100	80	120
X₆/mm	横梁宽度	100	80	120
X₇/mm	新增纵梁宽度	60	48	72

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表 4 不同近似模型误差分析

Table 4. Error analysis of different approximate models

性能指标	样本	相对误差/%
性能指标	样本	RBF_MQ	kriging	SVR
基板的挠度峰值/mm	1	−1.24	0.61	1.53
	2	4.61	1.31	4.26
	3	1.12	3.24	−1.72
	4	1.23	−1.27	2.36
	5	1.57	1.06	4.87
	6	1.43	2.11	1.65
	7	1.58	4.71	−1.42
	8	2.02	−1.21	2.31
	平均相对误差	1.54	1.32	1.73
	最大相对误差	4.61	4.71	4.87
基板的最大动能/kJ	1	0.55	0.50	1.08
	2	1.03	4.03	1.51
	3	1.32	−1.52	2.65
	4	2.45	1.69	3.28
	5	2.60	2.37	−1.38
	6	2.32	1.86	2.19
	7	−2.36	1.17	2.52
	8	1.29	1.02	3.51
	平均相对误差	1.15	1.39	1.92
	最大相对误差	2.60	4.03	3.51
防护组件质量/kg	1	−0.022	0.019	0.31
	2	0.033	−0.024	0.61
	3	0.023	0.022	0.87
	4	0.018	0.035	0.98
	5	0.081	0.086	0.16
	6	0.032	0.057	0.52
	7	0.046	0.069	−0.21
	8	0.021	−0.016	0.12
	平均相对误差	0.029	0.031	0.42
	最大相对误差	0.081	0.086	0.98

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表 5 优化前后设计变量取值

Table 5. Design variable values before and after optimization

设计变量	初始值	优化值
X₁/mm	4	4.85
X₂/mm	4	3.93
X₃/mm	4	2.00
X₄/mm	2	2.73
X₅/mm	100	108.20
X₆/mm	100	80.00
X₇/mm	60	62.52

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表 6 优化解的预测值与计算值对比

Table 6. Comparison of the predicted and simulated values of the optimized solution

优化目标	预测值	计算值	相对误差/%
基板的挠度峰值/mm	111.36	115.90	4.08
基板的最大动能/kJ	27.03	27.10	0.26
防护组件质量/kg	353.71	354.12	0.12

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表 7 改进前后各性能指标对比

Table 7. Comparison of performance indexes before and after optimization

优化目标	改进前	改进后	变化量/%
基板的挠度峰值/mm	122	115.90	−5.00
基板的最大动能/kJ	30.65	27.10	−11.58
防护组件质量/kg	360	354.12	−1.63

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