汽车被动安全性的模块化建模方法与多目标优化研究
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摘要
根据2004年世界卫生组织提供的统计数据，全球死于交通事故的人数高达120万，如果不采取适当预防措施，预计在2020年，继缺血性心脏病和抑郁症之后，道路交通伤害将成为造成人类伤亡的第三大杀手。据汽车工业协会发布的数据，2012年中国汽车产销量已经超过1900万辆，并连续4年蝉联世界第一。随着我国机动车保有量的快速增长，道路交通安全形势日益严峻。在2010年，我国交通事故造成的伤亡人数达到65225人，平均每天有178人丧失生命。道路交通安全已经引起我国政府的高度重视，通过制定更严格的法规，引导汽车制造企业开发安全性更好的汽车产品。
汽车制造企业和科研机构在积极开发主动安全产品的同时，也不断深入对汽车被动安全的研究。通常在产品开发过程中，为保障整车的被动安全性能，需要对整车的正面、侧面、后面抗撞性能进行全面的综合分析，而且此类分析伴随整个开发过程。一旦零部件有设计变更或结构改变，就需要再次评价产品的抗撞性能，以保证批量时产品性能的稳定性。所以在开发过程中，需要建立多种工况的仿真模型及优化模型，由此可见建模的工作量巨大。目前传统的建模方法，建模将占用全部仿真分析80%的工作量，而且多数是重复性工作，所以提高建模效率已成为仿真分析的首要任务。
本文将模块化建模思想引入到碰撞仿真建模的工作中，提出模块化建模方法，将拉丁超立方和正交试验设计方法以及多项式响应面和Kriging近似模型应用到实际的工程分析当中，利用自适应模拟退火优化算法对车身侧面、正面结构安全性能进行多目标优化，以提高车身的抗撞性能。本文主要开展了以下几方面的研究内容：
1.为了减少实际工作中建模及模型更新的大量重复性工作，提出并详细定义了模块化建模方法、原则及要求。按模块独立原则、模块间关联最小原则、功能和位置原则，将整车划分为多个独立的模块；为规范零部件网格质量，明确了结构特征的简化原则以及单元质量要求；针对整车中各零部件间物理和化学连接关系，推荐了相对应的模拟方法；规范了子模块中节点、单元及部件属性的号码范围；对于子模块间的连接方法、模型的装配方法以及模型调试等内容均进行了描述与说明。最后以发动机舱盖建模为例，介绍了建模过程。
2.根据碰撞车辆的配置信息，利用模块化建模方法，组建了3个碰撞工况的仿真分析模型。车型配置参数为1.6L发动机、MQ200手动变速箱、16寸轮胎、无天窗车身等。为了检验仿真模型的精度是否满足工程要求，通过将整车加速度、评价位置点的侵入量和侵入速度以及结构的局部区域的变形量等指标与试验结果进行对比分析，对仿真模型进行试验验证。结果表明，仿真模型的精度满足工程分析要求，同时验证了模块化建模方法所定义的方法、原则是有效可行的。以此模型为基础，可以开展后续的优化工作。
3.为满足客户对产品的多样性需求，在产品开发过程中，会同时开发多种配置的车型。通常采用安全性最差的配置车型用于结构的优化，所以需要分析不同配置模块对车身抗撞性能的影响程度。本文利用模块化建模方法，组建AQ250和MQ200两款不同变速箱整车正面碰撞仿真模型，通过对比分析发现，配置尺寸和质量较大的AQ250自动变速箱车型，在正面碰撞过程中，前围板向乘员舱的侵入量变大、加速度峰值变高、出现峰值时刻提前，其正面碰撞结果较差。对比了带天窗车身与无天窗车身侧面碰撞结果，结果表明：带天窗车身由于顶盖天窗位置增加了天窗导轨以及天窗加强板，其侧面碰撞性能优于无天窗车身。
4.由于第四章建立的1.6L发动机、MQ200手动变速箱、16寸轮胎、无天窗车身模型，经过试验验证，其侧面抗撞性能没有达到设计要求。所以本文结合拉丁超立方试验设计方法，选择车身侧面8个零件板厚及5个零件的材料作为设计变量，以评价位置点的B柱侵入量，侵入速度和待优化部件的质量等7个响应量为目标函数，建立了200个试验样本点，根据变量和响应的样本数据，建立了3阶多项式响应面近似模型代替仿真模型，利用自适应模拟退火优化算法对近似模型进行多目标优化，得到一组非劣解集。根据侵入量、侵入速度最小，质量最轻的原则，兼顾产品的经济性，选择第223迭代点为最优方案，将最优方案仿真结果与最初方案进行对比分析，b4位置点的侵入量下降62%，b3点的侵入速度下降29%，虽然优化结构件的质量上升7.7%，但车辆的抗撞性能提高较为明显。结果表明：在B柱和门槛区域，使用高强度钢板或增加板厚，能有效果提高车身的侧面抗撞性能。
5.为乘员约束系统匹配提供更宽松的设计环境，降低正面碰撞的整车加速度，对车身前端吸能盒和前纵梁进行多目标优化。选取吸能盒和前纵梁等7个变量为设计变量，利用正交试验设计方法，建立18个试验样本，以整车加速度、质量、能量以及前围板的侵入量为响应，组建18个变量与响应的样本数据，建立了kriging近似模型模拟变量和响应的函数关系。利用自适应模拟退火优化算法对kriging模型进行多目标优化。选取第9096次迭代点为最优方案，整车加速度降低7.4%，虽然侵入量和质量略有增加，但整车抗撞性能满足设计要求，达到预期效果。
According to the statistics provided by WHO in2004, people killed by trafficaccidents was up to1.2million, and the traffic accidents would be the thirdkiller to human being after ischemic heart disease and depression in2020.More than19million autos have been produced and sold in China and rankedfirst in the world in four consecutive years released by Association ofAutomobile Manufacturers which inducing a severe road traffic safetysituation. In2010, caused by the traffic accidents in China,65225people wereinjured and178people lost their lives in daily average. Chinese governmentnow is paying great attension to road traffic safety and enacting stricterregulations and requiring automobile companies to develop more secureproducts.
New active safety product is developed by automobile manufactureenterprises and research institutions, as well as the passive safety. Generally,the crashworthiness of frontal, side and rear structure should be analyzedduring the product development in order to improve passive safety, and theanalysis goes with the whole product development. Once the design changedand structures optimized, the crashworthiness will be validated again to ensurethe crashworthiness stability. Therefore, there are several conditions andoptimization models should be rebuilt which resulted in huge modelingworkload. If using traditional modeling method, the modeling will occupy80%workload in analysis simulation. Improving modeling efficiency hasbecome a primary and importanr task to reduce repetitive works in analysissimulation.
In this paper, modular strategy was introduced in the crash simulation modeling, and modular methodology was proposed. Latin hypercubeexperimental design, orthogonal design, polynomial response surface (PRS)and Kriging approximation were used in project analysis. Body structurescrashworthiness was improved by multi-objective optimization with thethird-order PRS, Kriging and adaptive simulated annealing (ASA). The maincontents in this thesis are showed as follows:
Modular methodology was proposed in order to reduce repetitive works inmodeling and model updating. The vehicle was separated into severalindependent modules based on the principles of independent model, minimumassociation, function, and position. The principles were described as follows:1) to seperate the structures according to the principles of structuralsimplifying and element quality;2) to simulate the physical or chemicalconnection with correct element, number range for the node and element inthe modules, using the Rbody element to connect the module to body in white.Engine hatch is an example to show the modeling process.
According to the collision vehicle configuration using modular methodology,3crash-condition models were built, including frontal impact, side impact,and rear impact model. The vehicle configuration is1.6L engine, MQ200manual transmission,16-inch tires and body without skylight. The moduleaccuracy was validated through comparison the acceleration, intrusion,intrusion velocity of simulation with test results. The accuracy reachedengineering requirements; the modular methodology and simulated methodare all validated as well. Based on the validated model, the body structureshould be optimized.
Several configuration cars have been developed to meet customer for theproduct diversity. In generally, the least safe car should be selected as a basemodel to optimize. Based on the modular methodology, the frontal impactmodels with AQ250and MQ200transmission were built in order to assess theinfluence of crashworthiness on different modular. Comparing with the testand simulation results, the frontal crashworthiness of AQ250model is worsethan MQ200model, because the dimension and weight of AQ250transmission are larger and heavier than MQ200, which result in moreintrusion of firewall and more peak value of acceleration. The side impact results for the body with and without skylight were compared. The body sidecrashworthiness of the model with skylight is better than the model withoutskylight, because there is several reinforcing plate around the skylight.
The model of1.6L engine, MQ200manual transmission,16-inch tires andbody without skylight was validated in chapter4. The crashworthiness ofbody side structures did not reach the engineering requirement. In order tocreat the third-order PRS, the part thickness and material was selected as adesign variable, the intrusion and intrusion velocity of B-pillar was selected asan objective function,200samples were created using Latin hypercubeexperimental design. Based on the limited number of design variablesengaged in the optimization, it is sufficient to obtain a good pareto frontdescriptive function using200input virtual data points and the ASA.Considering the minimum intrusion and velocity, a multi-objectiveoptimization scheme is the optimized point223. Comparing with the originalscheme, the intrusion in b4decreased62%, intrusion velocity in b3decreased29%. Although the mass increased7.7%, the side crashworthiness is improvedobviously. The scheme The results revealed that it is a good method toincrease the crashworthiness in the area of B-pillar and threshold used thehigh strength steel and increasing the thickness
In order to get the more design environment to match the occupant restraintsystem and reduce the vehicle acceleration, the energy-box and frontallongitudinal beam as design variables were improved by multi-objectiveoptimization. The18test samples were built with the orthogonal design. Thefunction of the variables and response was simulated by Krigingapproximation, and to optimize with adaptive simulated annealing (ASA).Base on the better crashworthiness, the lower vehicle acceleration wasobtained at the cost of the higher intrusion and model quality.
汽车制造企业和科研机构在积极开发主动安全产品的同时，也不断深入对汽车被动安全的研究。通常在产品开发过程中，为保障整车的被动安全性能，需要对整车的正面、侧面、后面抗撞性能进行全面的综合分析，而且此类分析伴随整个开发过程。一旦零部件有设计变更或结构改变，就需要再次评价产品的抗撞性能，以保证批量时产品性能的稳定性。所以在开发过程中，需要建立多种工况的仿真模型及优化模型，由此可见建模的工作量巨大。目前传统的建模方法，建模将占用全部仿真分析80%的工作量，而且多数是重复性工作，所以提高建模效率已成为仿真分析的首要任务。
本文将模块化建模思想引入到碰撞仿真建模的工作中，提出模块化建模方法，将拉丁超立方和正交试验设计方法以及多项式响应面和Kriging近似模型应用到实际的工程分析当中，利用自适应模拟退火优化算法对车身侧面、正面结构安全性能进行多目标优化，以提高车身的抗撞性能。本文主要开展了以下几方面的研究内容：
1.为了减少实际工作中建模及模型更新的大量重复性工作，提出并详细定义了模块化建模方法、原则及要求。按模块独立原则、模块间关联最小原则、功能和位置原则，将整车划分为多个独立的模块；为规范零部件网格质量，明确了结构特征的简化原则以及单元质量要求；针对整车中各零部件间物理和化学连接关系，推荐了相对应的模拟方法；规范了子模块中节点、单元及部件属性的号码范围；对于子模块间的连接方法、模型的装配方法以及模型调试等内容均进行了描述与说明。最后以发动机舱盖建模为例，介绍了建模过程。
2.根据碰撞车辆的配置信息，利用模块化建模方法，组建了3个碰撞工况的仿真分析模型。车型配置参数为1.6L发动机、MQ200手动变速箱、16寸轮胎、无天窗车身等。为了检验仿真模型的精度是否满足工程要求，通过将整车加速度、评价位置点的侵入量和侵入速度以及结构的局部区域的变形量等指标与试验结果进行对比分析，对仿真模型进行试验验证。结果表明，仿真模型的精度满足工程分析要求，同时验证了模块化建模方法所定义的方法、原则是有效可行的。以此模型为基础，可以开展后续的优化工作。
3.为满足客户对产品的多样性需求，在产品开发过程中，会同时开发多种配置的车型。通常采用安全性最差的配置车型用于结构的优化，所以需要分析不同配置模块对车身抗撞性能的影响程度。本文利用模块化建模方法，组建AQ250和MQ200两款不同变速箱整车正面碰撞仿真模型，通过对比分析发现，配置尺寸和质量较大的AQ250自动变速箱车型，在正面碰撞过程中，前围板向乘员舱的侵入量变大、加速度峰值变高、出现峰值时刻提前，其正面碰撞结果较差。对比了带天窗车身与无天窗车身侧面碰撞结果，结果表明：带天窗车身由于顶盖天窗位置增加了天窗导轨以及天窗加强板，其侧面碰撞性能优于无天窗车身。
4.由于第四章建立的1.6L发动机、MQ200手动变速箱、16寸轮胎、无天窗车身模型，经过试验验证，其侧面抗撞性能没有达到设计要求。所以本文结合拉丁超立方试验设计方法，选择车身侧面8个零件板厚及5个零件的材料作为设计变量，以评价位置点的B柱侵入量，侵入速度和待优化部件的质量等7个响应量为目标函数，建立了200个试验样本点，根据变量和响应的样本数据，建立了3阶多项式响应面近似模型代替仿真模型，利用自适应模拟退火优化算法对近似模型进行多目标优化，得到一组非劣解集。根据侵入量、侵入速度最小，质量最轻的原则，兼顾产品的经济性，选择第223迭代点为最优方案，将最优方案仿真结果与最初方案进行对比分析，b4位置点的侵入量下降62%，b3点的侵入速度下降29%，虽然优化结构件的质量上升7.7%，但车辆的抗撞性能提高较为明显。结果表明：在B柱和门槛区域，使用高强度钢板或增加板厚，能有效果提高车身的侧面抗撞性能。
5.为乘员约束系统匹配提供更宽松的设计环境，降低正面碰撞的整车加速度，对车身前端吸能盒和前纵梁进行多目标优化。选取吸能盒和前纵梁等7个变量为设计变量，利用正交试验设计方法，建立18个试验样本，以整车加速度、质量、能量以及前围板的侵入量为响应，组建18个变量与响应的样本数据，建立了kriging近似模型模拟变量和响应的函数关系。利用自适应模拟退火优化算法对kriging模型进行多目标优化。选取第9096次迭代点为最优方案，整车加速度降低7.4%，虽然侵入量和质量略有增加，但整车抗撞性能满足设计要求，达到预期效果。
According to the statistics provided by WHO in2004, people killed by trafficaccidents was up to1.2million, and the traffic accidents would be the thirdkiller to human being after ischemic heart disease and depression in2020.More than19million autos have been produced and sold in China and rankedfirst in the world in four consecutive years released by Association ofAutomobile Manufacturers which inducing a severe road traffic safetysituation. In2010, caused by the traffic accidents in China,65225people wereinjured and178people lost their lives in daily average. Chinese governmentnow is paying great attension to road traffic safety and enacting stricterregulations and requiring automobile companies to develop more secureproducts.
New active safety product is developed by automobile manufactureenterprises and research institutions, as well as the passive safety. Generally,the crashworthiness of frontal, side and rear structure should be analyzedduring the product development in order to improve passive safety, and theanalysis goes with the whole product development. Once the design changedand structures optimized, the crashworthiness will be validated again to ensurethe crashworthiness stability. Therefore, there are several conditions andoptimization models should be rebuilt which resulted in huge modelingworkload. If using traditional modeling method, the modeling will occupy80%workload in analysis simulation. Improving modeling efficiency hasbecome a primary and importanr task to reduce repetitive works in analysissimulation.
In this paper, modular strategy was introduced in the crash simulation modeling, and modular methodology was proposed. Latin hypercubeexperimental design, orthogonal design, polynomial response surface (PRS)and Kriging approximation were used in project analysis. Body structurescrashworthiness was improved by multi-objective optimization with thethird-order PRS, Kriging and adaptive simulated annealing (ASA). The maincontents in this thesis are showed as follows:
Modular methodology was proposed in order to reduce repetitive works inmodeling and model updating. The vehicle was separated into severalindependent modules based on the principles of independent model, minimumassociation, function, and position. The principles were described as follows:1) to seperate the structures according to the principles of structuralsimplifying and element quality;2) to simulate the physical or chemicalconnection with correct element, number range for the node and element inthe modules, using the Rbody element to connect the module to body in white.Engine hatch is an example to show the modeling process.
According to the collision vehicle configuration using modular methodology,3crash-condition models were built, including frontal impact, side impact,and rear impact model. The vehicle configuration is1.6L engine, MQ200manual transmission,16-inch tires and body without skylight. The moduleaccuracy was validated through comparison the acceleration, intrusion,intrusion velocity of simulation with test results. The accuracy reachedengineering requirements; the modular methodology and simulated methodare all validated as well. Based on the validated model, the body structureshould be optimized.
Several configuration cars have been developed to meet customer for theproduct diversity. In generally, the least safe car should be selected as a basemodel to optimize. Based on the modular methodology, the frontal impactmodels with AQ250and MQ200transmission were built in order to assess theinfluence of crashworthiness on different modular. Comparing with the testand simulation results, the frontal crashworthiness of AQ250model is worsethan MQ200model, because the dimension and weight of AQ250transmission are larger and heavier than MQ200, which result in moreintrusion of firewall and more peak value of acceleration. The side impact results for the body with and without skylight were compared. The body sidecrashworthiness of the model with skylight is better than the model withoutskylight, because there is several reinforcing plate around the skylight.
The model of1.6L engine, MQ200manual transmission,16-inch tires andbody without skylight was validated in chapter4. The crashworthiness ofbody side structures did not reach the engineering requirement. In order tocreat the third-order PRS, the part thickness and material was selected as adesign variable, the intrusion and intrusion velocity of B-pillar was selected asan objective function,200samples were created using Latin hypercubeexperimental design. Based on the limited number of design variablesengaged in the optimization, it is sufficient to obtain a good pareto frontdescriptive function using200input virtual data points and the ASA.Considering the minimum intrusion and velocity, a multi-objectiveoptimization scheme is the optimized point223. Comparing with the originalscheme, the intrusion in b4decreased62%, intrusion velocity in b3decreased29%. Although the mass increased7.7%, the side crashworthiness is improvedobviously. The scheme The results revealed that it is a good method toincrease the crashworthiness in the area of B-pillar and threshold used thehigh strength steel and increasing the thickness
In order to get the more design environment to match the occupant restraintsystem and reduce the vehicle acceleration, the energy-box and frontallongitudinal beam as design variables were improved by multi-objectiveoptimization. The18test samples were built with the orthogonal design. Thefunction of the variables and response was simulated by Krigingapproximation, and to optimize with adaptive simulated annealing (ASA).Base on the better crashworthiness, the lower vehicle acceleration wasobtained at the cost of the higher intrusion and model quality.
引文
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