Coventry - Jesper Christensen
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Transcript of Coventry - Jesper Christensen
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7/30/2019 Coventry - Jesper Christensen
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Optimising FEV BIW Architecture
from a Styling Envelope
Jesper ChristensenCoventry University, UK
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Agenda
Introduction
Purpose & proposed methodology
Topology optimisation
Lessons learnt
Crash structure and safety cell
Automation
Shape & size optimisation Crash structure development
Safety cell development
Automation
Conclusion and future steps
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Low Carbon Vehicle Technology Project, ongoing TARF
29 million research project
Project partners:
Introduction
Define a methodology for developing a
lightweight vehicle architecture (BIW)
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Purpose & proposed methodology
Define a methodology for developing a lightweight architecture
Requirements:
Vehicle may be Fully Electric (FE) or Hybrid Electric (HE)
How?
Conventional BIW development
O timisin re-existin BIW
Blank sheet use optimisation
.
2.Topology optimisation
3.Shape- & size optimisation
4.BIW draft
Overall aims:
Minimise BIW mass
Meet safety requirements
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Topology optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
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Topology optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
GUI Automatic topology optimisation setup - tcl
BarrierCreation
Wheel andsuspension
Auxiliarycomponents
Constraints
- m nutes mo e
30 seconds / model
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Topology Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Safety cell
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Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
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Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
`
Crash structure
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BIW draft
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Crash structure Safety cell
BIW draft
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Conclusion and future steps
1.CAD model (design envelope)
2.Topology optimisation
3.Shape- & size optimisation
Conclusions:
Good for (rapid) initial BIW load path estimations Good for safety cell development
Inertia Relief Limitations of linear elastic software Interpretations of results are vital
4.BIW draft
Future steps:
Non-linear topology optimisation (ESLM?)
Joint modelling (multiple materials) Increased consideration of manufacturing constraints
Consideration of shape- and size opt. within topology opt. Combined linear and non-linear topology optimisation
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Conclusion and future steps
1.CAD model (design envelope)
2.Topology optimisation
3.Shape- & size optimisation
Conclusions:
Interpretations of results are vital
4.BIW draftFuture steps:
Automatic / mathematical extraction of results CAD model
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Conclusion and future steps
1.CAD model (design envelope)
2.Topology optimisation
3.Shape- & size optimisation
Conclusions:
Excellent for lightweight crash structure development Robust, stable and efficient response surfaces Excellent coupling with Dynamic modelling Excellent sampling point options
4.BIW draftFuture steps:
Automation / template building (as topology setup)
Direct link with topology optimisation
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Thank you for your attention any questions?
Jesper ChristensenLecturer in Stress [email protected]
Christophe BastienPrinci al Lecturer Automotive En ineerin
Mike V BlundellProfessor of Vehicle Dynamics & [email protected]