基于抗撞性的汽车B柱碳纤维加强板优化设计
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摘要
考虑到碳纤维增强聚合物基复合材料的特点,本文中将某乘用车B柱原钢材加强板用碳纤维材料替代,并进行优化。首先在整车侧面碰撞有限元模型的基础上进行B柱子结构模型的解耦,利用子结构动态模型进行了B柱加强板的材料替换和性能计算,确定了初始纤维板铺层和厚度;为充分发挥复合材料可设计性的优势,采用面向复合材料的结构优化方法进行了纤维复合材料的铺层厚度、角度和铺层顺序优化。对比原车结构,在抗撞性不变的前提下,碳纤维B柱加强板取得显著的轻量化效果。
With the consideration of the characteristics of carbon fiber reinforced polymer( CFRP) composite,the original steel stiffening panel of B-pillar is substituted with CFRP,with the laminate optimized. Firstly on the basis of vehicle finite element model for side impact,the substructure model for B-pillar is decoupled,the dynamic model for substructure is used to conduct the material substitution and performance calculation of B-pillar stiffening panel,and the initial layup and thickness of the laminate are determined. Then to give full play to the advantage of designability of composites,the structural optimization method for composite is adopted to optimize the ply thickness,angle,and layup sequence of laminate. Compared with original vehicle structure,the CFRP stiffening panel of B-pillar achieves a significant lightweighting results with its crashworthiness remained unchanged.
With the consideration of the characteristics of carbon fiber reinforced polymer( CFRP) composite,the original steel stiffening panel of B-pillar is substituted with CFRP,with the laminate optimized. Firstly on the basis of vehicle finite element model for side impact,the substructure model for B-pillar is decoupled,the dynamic model for substructure is used to conduct the material substitution and performance calculation of B-pillar stiffening panel,and the initial layup and thickness of the laminate are determined. Then to give full play to the advantage of designability of composites,the structural optimization method for composite is adopted to optimize the ply thickness,angle,and layup sequence of laminate. Compared with original vehicle structure,the CFRP stiffening panel of B-pillar achieves a significant lightweighting results with its crashworthiness remained unchanged.
引文
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[2]陈绍杰.浅谈复合材料的整体成型技术[J].高科技纤维与应用,2005,30(1):6-9.
[3]杨志添.基于轿车B柱轻量化设计的耐撞性优化分析[D].长沙:湖南大学,2012.
[4]史文艳.基于LS-DYNA的汽车侧面碰撞仿真研究[D].武汉:武汉理工大学,2014.
[5]碳纤维及其复合材料领域[J].玻璃钢/复合材料,2016(3):96-100.
[6]范文杰,范子杰,苏瑞意.汽车车架结构多目标拓扑优化方法研究[J].中国机械工程,2008,19(12):1505-1508.
[7] ASTM International. Standard test method for tensile properties of polymer matrix composite materials:ASTM D3039M-14[S]. West Conshohocken:ASTM,2014.
[8]屈蓓,付小龙,何俊武,等.非接触式光学应变测量技术研究进展[J].计测技术,2013,33(5):10-15.
[9] ASTM International. Standard test method for in-plane shear response of polymer matrix composite materials by tensile test of+45/-45 laminate:ASTM D3518M-13[S]. West Conshohocken:ASTM,2013.
[10]中国航空航天研究院.复合材料结构设计手册[M].北京:航空工业出版社,2004.
[11]王耀先.复合材料力学与结构设计[M].上海:华东理工大学出版社,2012.
[12]余海燕,徐豪,周辰晓.大学生方程式赛车复合材料单体壳车身优化[J].同济大学学报(自然科学版),2016,44(11):1729-1734,1748.
[13]严君,杨世文.基于Optistruct的碳纤维复合材料包装箱结构优化设计[J].玻璃钢/复合材料,2012(2):12-16.
[14] PATTEN S. Targeting composite wing performance-optimizing the composite Lay-Up design[C]. The 6th Altair CAE Technology Conference,2009.