Optimising FEV BIW Architecture from a Styling EnvelopeJesper ChristensenJesper Christensen
Coventry University, UK
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
• Low Carbon Vehicle Technology Project, ongoing TARF
• £29 million research project
• Project partners:
Introduction
Define a methodology for developing a
lightweight vehicle architecture (BIW)
Purpose & proposed methodology
• Define a methodology for developing a lightweight a rchitecture
• Requirements:
• Vehicle may be Fully Electric (FE) or Hybrid Electric (HE)
• How?
• “Conventional” BIW development
• Optimising “pre-existing” BIW 1.CAD model (design envelope)• Optimising “pre-existing” BIW
• Blank sheet � use optimisation1.CAD model (design envelope)
2.Topology optimisation
3.Shape- & size optimisation
4.BIW draft
Overall aims:
� Minimise BIW mass
� Meet safety requirements
Topology optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Topology optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
15-20 minutes / model
GUI – “Automatic” topology optimisation setup - tcl
Barrier Creation
Wheel and suspension
Auxiliary components
Constraints
15-20 minutes / model
30 seconds / model
Topology ���� Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Safety cell
Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Shape- & size optimisation
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Crash structure` Crash structure
BIW draft
1. CAD model (design envelope)
2. Topology optimisation
3. Shape- & size optimisation
4. BIW draft
Crash structure Safety cell
BIW draft
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� HM tcl scripting enables rapid model setup
4.BIW draft� HM tcl scripting enables rapid model setup
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
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
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
Thank you for your attention – any questions?
Jesper Christensen Lecturer in Stress [email protected]
Christophe BastienPrincipal Lecturer Automotive EngineeringPrincipal Lecturer Automotive [email protected]
Mike V BlundellProfessor of Vehicle Dynamics & [email protected]
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