Structural optimization method, device and computer storage medium for automobile B-pillar

Abstract

The embodiment of the present application discloses a structural optimization method for the B-pillar of an automobile, which belongs to the field of vehicle engineering technology. The method comprises: obtaining a structural model of the B-pillar of the automobile and a side collision model of the whole vehicle, wherein the side collision model of the whole vehicle is used to simulate a side collision of the automobile; determining a target weight based on the structural model and the side collision model of the whole vehicle, wherein the target weight is the minimum weight of the B-pillar when the automobile meets the collision constraint conditions; and determining the structural parameters of the B-pillar corresponding to the target weight as the first structural parameters after optimizing the B-pillar. The embodiment of the present application simulates the collision of the B-pillar under different side working conditions through the structural model of the B-pillar and the side collision model of the whole vehicle, and determines the structural parameters corresponding to the minimum weight of the B-pillar when the automobile meets the collision constraint conditions as the structural parameters after optimization of the B-pillar, so that the optimized B-pillar structure satisfies both crashworthiness and automobile lightweight requirements.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle engineering technology, and in particular to a method, device, and computer storage medium for optimizing the structure of a vehicle B-pillar. Background Art

[0002] With increasing concern for the environment, automotive lightweighting technology has become a key approach to achieving energy conservation and emissions reduction, and the early completion of carbon peak and carbon neutrality goals. However, while reducing vehicle weight, collision safety must also be considered. For example, the B-pillar plays a crucial role in vehicle safety during frontal and rear impacts, especially side impacts. Therefore, the B-pillar structure must possess a certain strength to meet collision requirements.

[0003] However, in order to make the B-pillar meet the stiffness requirements and collision performance requirements, the B-pillar is usually bulky and difficult to meet the needs of automobile lightweight development. When the B-pillar meets the lightweight requirements, it is difficult to meet the collision performance requirements of the B-pillar. Therefore, in order to make the structure of the automobile B-pillar meet the requirements of vehicle body lightweight and crashworthiness at the same time, a structural optimization method for automobile B-pillar is urgently needed. Summary of the Invention

[0004] The present invention provides a method, device, and computer storage medium for optimizing the structure of a vehicle's B-pillar, which can be used to address the problem in related art that B-pillar structures are difficult to simultaneously meet the requirements of vehicle body lightweighting and crashworthiness. The technical solution is as follows:

[0005] In one aspect, a method for optimizing the structure of a B-pillar of an automobile is provided, the method comprising:

[0006] Acquire a structural model of a vehicle's B-pillar and a whole vehicle side collision model, wherein the whole vehicle side collision model is used to simulate a side collision of the vehicle;

[0007] Determining a target weight based on the structural model and the vehicle side collision model, the target weight being a minimum weight of the B-pillar of the vehicle when a collision constraint condition is satisfied;

[0008] The B-pillar structural parameter corresponding to the target weight is determined as the first structural parameter after the B-pillar is optimized.

[0009] In some embodiments, obtaining the structural model of the automobile B-pillar includes:

[0010] Obtaining structural design information of the B-pillar;

[0011] parametrically representing the structural design information of the B-pillar to obtain a structural parametric model of the B-pillar, and determining the structural parametric model of the B-pillar as the structural model of the B-pillar; or

[0012] A structural model of the B-pillar is constructed according to a preset ratio and structural design information of the B-pillar, wherein the preset ratio is a ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

[0013] In some embodiments, determining the target weight based on the structural model and the vehicle side impact model includes:

[0014] Based on the structural model and the vehicle side collision model, simulating collision parameters of the vehicle under different side collision conditions;

[0015] A target weight of the B-pillar is determined when the collision parameter satisfies the collision constraint condition.

[0016] In some embodiments, simulating the collision parameters of the vehicle under different side collision conditions based on the structural model and the vehicle side collision model includes:

[0017] Obtaining the structural design experience data of the B-pillar;

[0018] Performing design variable sampling on the structural design experience data to obtain the design variable sampling data;

[0019] updating the structural model according to the design variable sampling data;

[0020] Based on the updated structural model and the whole vehicle side collision model, the collision parameters of the vehicle under different side collision conditions are simulated.

[0021] In some embodiments, after simulating the collision parameters of the vehicle under different side collision conditions based on the updated structural model and the vehicle side collision model, the method further includes:

[0022] Constructing a mathematical proxy model based on the collision parameters, wherein the mathematical proxy model is used to replace the full vehicle side collision model for collision simulation;

[0023] The optimized second structural parameters of the B-pillar are determined from the mathematical agent model by optimizing the particle swarm optimization algorithm.

[0024] In some embodiments, before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0025] Verifying the accuracy of the mathematical proxy model;

[0026] When the accuracy of the mathematical proxy model meets the accuracy requirement, an operation of determining the optimized second structural parameters of the B-pillar from the mathematical proxy model by optimizing the particle swarm optimization algorithm is performed.

[0027] In some embodiments, before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0028] Obtain reliability optimization design conditions;

[0029] Accordingly, determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm includes:

[0030] When the reliability optimization design condition is met, the optimized second structural parameter of the B-pillar is determined from the mathematical agent model by using the optimized particle swarm optimization algorithm.

[0031] In some embodiments, after determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0032] Bringing the second structural parameters into the vehicle side collision model for simulation to obtain a reference weight;

[0033] When an error between the reference weight and the structural weight of the B-pillar corresponding to the second structural parameter is within an error range, the second structural parameter is determined to be the optimized structural parameter of the B-pillar.

[0034] In another aspect, a structural optimization device for a vehicle B-pillar is provided, the device comprising:

[0035] An acquisition module is used to acquire a structural model of the vehicle's B-pillar and a whole vehicle side collision model, wherein the whole vehicle side collision model is used to simulate a side collision of the vehicle;

[0036] a first determining module, configured to determine a target weight based on the structural model and the vehicle side collision model, the target weight being a minimum weight of the B-pillar of the vehicle when a collision constraint condition is satisfied;

[0037] The second determining module is configured to determine the B-pillar structural parameter corresponding to the target weight as the first structural parameter after the B-pillar is optimized.

[0038] In some embodiments, the acquisition module includes:

[0039] A first acquisition submodule is used to acquire structural design information of the B-pillar;

[0040] a parameterization submodule, configured to parametrically represent the structural design information of the B-pillar, obtain a structural parameterized model of the B-pillar, and determine the structural parameterized model of the B-pillar as the structural model of the B-pillar; or

[0041] The building submodule is used to build a structural model of the B-pillar according to a preset ratio and structural design information of the B-pillar, wherein the preset ratio is the ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

[0042] In some embodiments, the first determining submodule includes:

[0043] A first simulation submodule is configured to simulate collision parameters of the vehicle under different side collision conditions based on the structural model and the vehicle side collision model;

[0044] The first determining submodule is configured to determine a target weight of the B-pillar when the collision parameter satisfies the collision constraint condition.

[0045] In some embodiments, the first simulation submodule is configured to:

[0046] Obtaining the structural design experience data of the B-pillar;

[0047] Performing design variable sampling on the structural design experience data to obtain the design variable sampling data;

[0048] updating the structural model according to the design variable sampling data;

[0049] Based on the updated structural model and the whole vehicle side collision model, the collision parameters of the vehicle under different side collision conditions are simulated.

[0050] In some embodiments, the first determining module further includes:

[0051] A second construction submodule is configured to construct a mathematical proxy model based on the collision parameters, wherein the mathematical proxy model is used to replace the vehicle side collision model for collision simulation;

[0052] The second determining submodule is configured to determine the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing a particle swarm optimization algorithm.

[0053] In some embodiments, the first determining module further includes:

[0054] A verification submodule, used to verify the accuracy of the mathematical proxy model;

[0055] The triggering submodule is configured to trigger the second determining submodule to determine the optimized second structural parameters of the B-pillar from the mathematical proxy model by optimizing the particle swarm optimization algorithm when the accuracy of the mathematical proxy model meets the accuracy requirement.

[0056] In some embodiments, the first determining module further includes:

[0057] The second acquisition submodule is used to obtain reliability optimization design conditions;

[0058] Accordingly, the second determining submodule is used for:

[0059] When the reliability optimization design condition is met, the optimized second structural parameter of the B-pillar is determined from the mathematical agent model by using the optimized particle swarm optimization algorithm.

[0060] In some embodiments, the first determining module further includes:

[0061] A second simulation submodule is used to bring the second structural parameters into the vehicle side collision model for simulation to obtain a reference weight;

[0062] The third determining submodule is configured to determine that the second structural parameter is an optimized structural parameter of the B-pillar when an error between the reference weight and the structural weight of the B-pillar corresponding to the second structural parameter is within an error range.

[0063] On the other hand, a computer-readable storage medium is provided, on which instructions are stored. When the instructions are executed by a processor, any step of the above-mentioned method for optimizing the structure of a vehicle B-pillar is implemented.

[0064] The beneficial effects of the technical solutions provided in the embodiments of the present application include at least:

[0065] In an embodiment of the present application, the collision conditions of the B-pillar under different side working conditions are simulated by using the structural model of the B-pillar and the side collision model of the entire vehicle, and the structural parameters corresponding to the minimum weight of the B-pillar when the vehicle meets the collision constraint conditions are determined as the optimized structural parameters of the B-pillar, so that the optimized B-pillar structure meets both crash resistance and vehicle lightweight requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0067] Figure 1 This is a structural diagram of a car B-pillar provided in an embodiment of the present application;

[0068] Figure 2 This is a flow chart of a structural optimization method for an automobile B-pillar provided in an embodiment of the present application;

[0069] Figure 3 This is a flow chart of another method for optimizing the structure of a vehicle B-pillar provided in an embodiment of the present application;

[0070] Figure 4 Schematic diagram of a structural parameterized model of a B-pillar provided in an embodiment of the present application;

[0071] Figure 5 This is a schematic structural diagram of a structural optimization device for a vehicle B-pillar provided in an embodiment of the present application;

[0072] Figure 6 This is a schematic diagram of the structure of an acquisition module provided in an embodiment of the present application;

[0073] Figure 7 This is a schematic structural diagram of a first determination submodule provided in an embodiment of the present application;

[0074] Figure 8 This is a schematic diagram of the structure of a terminal provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0076] Before explaining in detail a structural optimization method for an automobile B-pillar provided in an embodiment of the present application, an application scenario, a B-pillar structure, and a B-pillar manufacturing method provided in an embodiment of the present application are first explained.

[0077] First, an application scenario provided by an embodiment of the present application is explained.

[0078] A car's B-pillar, also known as the center pillar, is located between the front and rear doors of the cockpit and extends from the roof to the bottom of the car. It must withstand pressure from both the roof and the doors. It also houses additional components such as the front seatbelts on the inner side of the vehicle. Furthermore, in a side collision, the B-pillar transfers upward force to the A-pillar upper rail and roof, and downward force to the door sill and bottom. Therefore, the B-pillar plays a crucial role in connecting the upper and lower parts of the vehicle. Therefore, to meet the requirements for continuous force transmission and installation, it must possess sufficient strength and rigidity. Furthermore, while ensuring side impact resistance, the B-pillar structure must be lightweight to reduce development costs.

[0079] Based on such an application scenario, an embodiment of the present application provides a structural optimization method for an automobile B-pillar that takes into account both the crashworthiness and lightweight of the B-pillar structure.

[0080] Secondly, the structure of a car B-pillar provided in an embodiment of the present application is explained.

[0081] During a side collision, in order to achieve the ideal "S"-shaped deformation model of the B-pillar, the upper part of the B-pillar is usually required to deform less, so as to gain more space for the occupant's head and reduce the value of head injury; at the same time, the root of the B-pillar is required to bend and deform toward the car, and the middle area of ​​the B-pillar is required to avoid bending, so as to ensure sufficient occupant survival space and side airbag deployment space, reducing the occupant's chest injury value.

[0082] To meet the above requirements, the present application provides a schematic structural diagram of a car B-pillar, wherein the B-pillar is a TRB (Tailored Rolled Blank) structure and is made of ultra-high-strength steel. To achieve a reasonable stiffness distribution, the thickness of the B-pillar in different areas of the Z-axis height is different. Figure 1 Using the Z-axis height of the B-pillar at one-third of its base as the baseline, the B-pillar is divided into multiple functional zones of varying thicknesses. Zones 1, 2, 3, and 4 are located upward from the baseline, while zones 5 and 6 are located downward. The thickness within each zone is uniform, and the thicknesses between zones vary based on rigidity requirements. Transition zones are formed between the functional zones, achieving a continuous and uniform transition in material thickness through a flexible rolling process. The ratio between the thickness difference between two adjacent functional zones and the Z-axis length of the corresponding transition zone is 1:100.

[0083] As an example, Area 2 in the upper middle portion of the B-pillar contains the door hinge mounting point. Therefore, the structure of Area 2 has a greater thickness to avoid plastic hinges and bending. Area 4 at the top of the B-pillar forms a T-shaped and triangular overlap with the A-pillar side beam, thereby transferring the load from the B-pillar to the upper body and improving body stability. Area 3 is a functional area between Areas 2 and 4, with a thickness between the two. The base of the B-pillar is functional Area 6, which also uses a T-shaped and triangular overlap with the door sill to achieve stable load transfer to the lower body. To achieve the ideal B-pillar deformation mode, the structure of Area 6 has the minimum thickness, and the material thickness of Areas 2, 1, 5, and 6 decreases in sequence to ensure that the bending point of the B-pillar in a side collision occurs at the root.

[0084] Next, a method for manufacturing a B-pillar structure provided in an embodiment of the present application is explained.

[0085] In the embodiment of this application, the manufacturing and forming of the TRB structure B-pillar is divided into two steps: Step 1, processing the selected specifications of the plate through a flexible rolling process. During the rolling process, the rolling force, rolling speed, and the distance between the rolling rollers are adjusted in real time according to the thickness parameters designed for different functional areas to obtain the required continuously variable thickness along the rolling direction. Step 2 is stamping, that is, the variable thickness plate obtained by the flexible rolling process is stamped into a mold to finally obtain the functional component of the B-pillar TRB structure.

[0086] It is worth noting that the TRB structural form of the B-pillar has the following advantages over the combination of sheet metal of equal thickness and reinforcements: the structure is simple, the material can be used in the right place, improving material utilization while reducing weight; compared with the laser splicing structural form of the B-pillar, it achieves a uniform transition between functional areas of different thicknesses, and uses a continuously variable thickness transition area instead of a weld. The structure has better surface quality and higher connection strength, which is more conducive to the performance requirements of high-speed collisions.

[0087] Furthermore, in order to facilitate understanding of an outer B-pillar structure provided by an embodiment of the present application, the Z direction involved in the embodiment of the present application is now explained.

[0088] In the embodiment of the present application, when the user enters the driver's seat of the car and sits down correctly, the direction in which the user's eyes are looking towards the front windshield is the vehicle length direction, also known as the X direction; the direction in which the user's eyes are looking towards the co-pilot seat is the vehicle width direction, also known as the Y direction; the direction in which the user's eyes are looking towards the roof of the car is called the vehicle height direction, also known as the Z direction.

[0089] Figure 2 This is a flow chart of a method for optimizing the structure of a vehicle B-pillar provided in an embodiment of the present application. The method for optimizing the structure of a vehicle B-pillar may include the following steps:

[0090] Step 201: Obtain a structural model of a vehicle's B-pillar and a whole vehicle side collision model, where the whole vehicle side collision model is used to simulate a side collision of the vehicle.

[0091] Step 202: Based on the structural model and the vehicle side collision model, a target weight is determined. The target weight is the minimum weight of the B-pillar of the vehicle when the collision constraint condition is satisfied.

[0092] Step 203: Determine the B-pillar structural parameter corresponding to the target weight as the first structural parameter after optimizing the B-pillar.

[0093] In an embodiment of the present application, the collision conditions of the B-pillar under different side working conditions are simulated by using the structural model of the B-pillar and the side collision model of the entire vehicle, and the structural parameters corresponding to the minimum weight of the B-pillar when the vehicle meets the collision constraint conditions are determined as the optimized structural parameters of the B-pillar, so that the optimized B-pillar structure meets both crash resistance and vehicle lightweight requirements.

[0094] In some embodiments, obtaining a structural model of a B-pillar of a vehicle includes:

[0095] Obtaining structural design information of the B-pillar;

[0096] parametrically representing the structural design information of the B-pillar to obtain a structural parametric model of the B-pillar, and determining the structural parametric model of the B-pillar as the structural model of the B-pillar; or

[0097] A structural model of the B-pillar is constructed according to a preset ratio and structural design information of the B-pillar, wherein the preset ratio is the ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

[0098] In some embodiments, determining a target weight based on the structural model and the vehicle side impact model includes:

[0099] Based on the structural model and the vehicle side collision model, simulating the collision parameters of the vehicle under different side collision conditions;

[0100] A target weight of the B-pillar is determined when the collision parameter satisfies the collision constraint condition.

[0101] In some embodiments, based on the structural model and the vehicle side collision model, simulating the collision parameters of the vehicle under different side collision conditions includes:

[0102] Obtaining the structural design experience data of the B-pillar;

[0103] Performing design variable sampling on the structural design experience data to obtain the design variable sampling data;

[0104] updating the structural model according to the design variable sampling data;

[0105] Based on the updated structural model and the side impact model of the entire vehicle, the collision parameters of the vehicle under different side impact conditions are simulated.

[0106] In some embodiments, after simulating the collision parameters of the vehicle under different side collision conditions based on the updated structural model and the vehicle side collision model, the method further includes:

[0107] Building a mathematical proxy model based on the collision parameters, the mathematical proxy model is used to replace the full vehicle side collision model for collision simulation;

[0108] The optimized second structural parameters of the B-pillar are determined from the mathematical agent model by optimizing the particle swarm optimization algorithm.

[0109] In some embodiments, before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0110] Verify the accuracy of the mathematical proxy model;

[0111] When the accuracy of the mathematical proxy model meets the accuracy requirement, an operation of determining the optimized second structural parameters of the B-pillar from the mathematical proxy model by optimizing the particle swarm optimization algorithm is performed.

[0112] In some embodiments, before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0113] Obtain reliability optimization design conditions;

[0114] Accordingly, the optimized second structural parameters of the B-pillar are determined from the mathematical agent model by optimizing the particle swarm optimization algorithm, including:

[0115] When the reliability optimization design condition is met, the optimized second structural parameter of the B-pillar is determined from the mathematical agent model by using the optimized particle swarm optimization algorithm.

[0116] In some embodiments, after determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes:

[0117] Bringing the second structural parameter into the vehicle side collision model for simulation to obtain a reference weight;

[0118] When an error between the reference weight and the structural weight of the B-pillar corresponding to the second structural parameter is within an error range, the second structural parameter is determined to be the optimized structural parameter of the B-pillar.

[0119] All of the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and the embodiments of the present application will not be described in detail one by one.

[0120] Figure 3 This is a flow chart of a method for optimizing the structure of a vehicle B-pillar provided in an embodiment of the present application. This embodiment uses the method for optimizing the structure of a vehicle B-pillar as an example for application in a terminal. The method for optimizing the structure of a vehicle B-pillar may include the following steps:

[0121] Step 301: The terminal obtains the structural model of the vehicle's B-pillar and the vehicle's side collision model.

[0122] It should be noted that the vehicle side impact model is used to simulate the side impact of the car. The structural model is used to simulate the car's B-pillar structure.

[0123] Since the structural model is used to simulate the structure of the automobile B, the structural model may be a virtual model having a proportional relationship with the physical structure, or a parametric model described by parameters.

[0124] As an example, the operation of the terminal obtaining the structural model of the B-pillar of a car includes: obtaining the structural design information of the B-pillar; parametrically representing the structural design information of the B-pillar to obtain a structural parametric model of the B-pillar, and determining the structural parametric model of the B-pillar as the structural model of the B-pillar; or, building the structural model of the B-pillar according to a preset ratio and the structural design information of the B-pillar, where the preset ratio is the ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

[0125] It should be noted that the structural design information of the B-pillar includes the material thickness of each of the multiple functional areas included in the B-pillar, the area length of each functional area in the vehicle height direction, the transition area length of the transition area between two adjacent functional areas in the vehicle height direction, etc. The preset ratio is set in advance according to needs, for example, the preset ratio is 1:100, 1:200, etc.

[0126] It is worth mentioning that the structure of the B-pillar is a TRB structure, which is conducive to the rapid update of the structural model after being modeled using the parametric modeling method.

[0127] In some embodiments, in the structural parameterized model of the B-pillar, see Figure 4 , the material thickness of each functional area of ​​the B-pillar is Indicates that the location parameters of each region are expressed as and Indicates that, For the region The Z-direction length, Represents two regions of vectors and The Z-direction length of the transition area between.

[0128] In some embodiments, the terminal may build a structural model of the car's B-pillar in the simulation application upon receiving a first building instruction, and build a full vehicle side collision model in the simulation application upon receiving a second building instruction.

[0129] In some embodiments, the simulation application for building the B-pillar structural model and the simulation application for building the vehicle side impact model can be the same application or different applications. The simulation application can be an Acar application, a Matlab application, etc.

[0130] It should be noted that the terminal can not only build the structural model of the car B-pillar and the whole vehicle side collision model in the simulation application when receiving the first building instruction and the second building instruction, but also can obtain the built structural model of the car B-pillar and the whole vehicle side collision model from the storage file when receiving the acquisition instruction, and load the obtained structural model and whole vehicle side collision model into the corresponding simulation application.

[0131] It should be noted that the first building instruction, the second building instruction and the acquisition instruction can be triggered when the user performs a specified operation on the display interface of the corresponding simulation application. The specified operation can be a click operation, a sliding operation, a voice operation, etc.

[0132] In some embodiments, before the terminal builds the structural model of the car's B-pillar and the whole vehicle side collision model in the simulation application, it can also receive a startup instruction and run the simulation application according to the startup instruction.

[0133] It should be noted that the start instruction can be triggered when the user acts on the logo of the simulation application displayed in the terminal through a specified operation. The logo of the simulation application can be an image logo and / or a text logo.

[0134] In some embodiments, after obtaining the full vehicle side impact model, the terminal may perform a benchmarking test on the full vehicle side impact model to improve the accuracy of the full vehicle side impact model. Alternatively, the terminal may directly obtain the full vehicle side impact model that has undergone the benchmarking test.

[0135] It should be noted that the present embodiment does not limit the order in which the terminal constructs the B-pillar structural model and the vehicle side impact model. Furthermore, the operations of constructing the B-pillar structural model in the simulation application, constructing the vehicle side impact model in the simulation application, and conducting benchmarking experiments on the vehicle side impact model can all be referenced to related technologies, and the present embodiment will not further elaborate on these.

[0136] Step 302: The terminal determines a target weight based on the structural model and the vehicle side collision model.

[0137] It should be noted that the target weight is the minimum weight of the B-pillar of the car when it meets the collision constraint conditions.

[0138] Since the purpose of optimizing the B-pillar structure is to ensure that the vehicle obtains the minimum weight of the B-pillar structure while meeting the crashworthiness requirements of different side collision conditions, the terminal can determine the target weight based on the structural model and the vehicle side collision model.

[0139] In some embodiments, the collision constraint conditions include the constraint conditions of each collision condition, for example, the maximum intrusion of the B-pillar in C-NCAP is 、Euro-NCAP maximum B-pillar intrusion and the maximum survivability space D of the occupants in C-IASI as constraints.

[0140] In some embodiments, the terminal determines the target weight based on the structural model and the vehicle side collision model, including: simulating the collision parameters of the car under different side collision conditions based on the structural model and the vehicle side collision model; and determining the target weight of the B-pillar when the collision parameters meet the collision constraint conditions.

[0141] It should be noted that the collision parameters include the intrusion amount of the B-pillar, the size of the occupant survival space, the structural weight of the B-pillar, and the thickness parameters and position parameters of each area of ​​the B-pillar corresponding to each structural weight of the B-pillar, etc.

[0142] In some embodiments, the terminal sets thickness parameters and position parameters for different functional areas as variables in the B-pillar structural model, and sets the thickness parameters and position parameters to fluctuate within a certain range. During the simulation process, the thickness parameters and position parameters can be changed to simulate different side impact conditions.

[0143] In order to further optimize the B-pillar structure, the terminal can also expand the fluctuation range of thickness parameters and position parameters, which is further explained below.

[0144] As an example, the terminal simulates the collision parameters of the car under different side collision conditions based on the structural model and the whole vehicle side collision model, and the operations include: obtaining the structural design experience data of the B-pillar; sampling the design variables of the structural design experience data to obtain the design variable sampling data; updating the structural model according to the design variable sampling data; and simulating the collision parameters of the car under different side collision conditions based on the updated structural model and the whole vehicle side collision model.

[0145] It should be noted that the empirical data on the structural design of the B-pillar include the structural design parameters of the B-pillar of other types of vehicles, etc.

[0146] As an example, the operation of sampling design variables of the structural design experience data by the terminal includes: adopting the optimal Latin hypercube design method to sample the structural design experience data to obtain design variable sampling data, and the design variable sampling data includes thickness parameters of each area of ​​the B-pillar and position parameters of each area.

[0147] It should be noted that when sampling the thickness variable, sampling is performed in the form of rounded points, for example, 1.0mm (millimeter), 1.05mm, 1.1mm, 2.95mm, 3.0mm, etc.

[0148] In some embodiments, the terminal may also sample the structural design experience data in other ways, for example, selecting a specified number of design variable sampling data from the structural design experience data in a random sampling manner.

[0149] It should be noted that the terminal adopts the optimal Latin hypercube design method to sample the structural design experience data. The operation of obtaining the design variable sampling data can refer to the relevant technology, and the embodiment of the present application will not be described in detail.

[0150] In some embodiments, the updating of the structural model by the terminal according to the design variable sampling data may be an updating of the fluctuation range of the variables in the structural model.

[0151] In some embodiments, after simulating and obtaining collision parameters, the terminal can directly execute the following step 303 to obtain structural parameters for the optimized B-pillar structure. To further improve the accuracy of the B-pillar structure optimization, the terminal can also skip step 303 and further optimize the B-pillar structure through other operations.

[0152] As an example, the terminal further optimizes the B-pillar structure by: constructing a mathematical proxy model based on the collision parameters, which is used to replace the whole vehicle side collision model for collision simulation; and determining the second structural parameters of the B-pillar after optimization from the mathematical proxy model by optimizing the particle swarm optimization algorithm.

[0153] Since the collision parameters include the B-pillar structure weight and the thickness parameters and position parameters of each area of ​​the B-pillar corresponding to each structural weight of the B-pillar, the terminal can use the Kriging model optimized by the hybrid function to numerically fit the thickness parameters and position parameters corresponding to the target weight to obtain a mathematical proxy model.

[0154] As an example, the mathematical proxy model may be a model shown in the following first formula.

[0155] (1)

[0156] It should be noted that in the first formula (1) above, is the structural weight of the B-pillar relative to the design variables and function, 、 and Represent the design variables and The corresponding response functions under three different side collision conditions are: and is the design variable The upper and lower limits of and is the design variable upper and lower limits.

[0157] In some embodiments, the terminal may also construct a mathematical proxy model in other ways, for example, based on collision parameters, by constructing a mathematical proxy model through a single kernel function.

[0158] It should be noted that the terminal performs numerical fitting on the thickness parameters and position parameters corresponding to the target weight by using the Kriging model optimized by the hybrid function to obtain the operation of the mathematical proxy model, and the terminal constructs the mathematical proxy model based on the collision parameters through a single kernel function. Both operations can refer to relevant technologies, and the embodiments of the present application will not go into details one by one.

[0159] In some embodiments, the terminal determines the optimal solution of the mathematical agent model by optimizing the particle swarm optimization algorithm, and the optimal solution is the second structural parameter corresponding to the minimum structural weight of the B-pillar.

[0160] It should be noted that the operation of the terminal to determine the optimal solution of the mathematical agent model by optimizing the particle swarm optimization algorithm can also refer to related technologies.

[0161] In some embodiments, before determining the optimized second structural parameters of the B-pillar from the mathematical proxy model using a particle swarm optimization algorithm, the terminal may also verify the accuracy of the mathematical proxy model. When the accuracy of the mathematical proxy model meets the accuracy requirements, the terminal may perform an operation to determine the optimized second structural parameters of the B-pillar from the mathematical proxy model using the particle swarm optimization algorithm. If the accuracy of the mathematical proxy model does not meet the accuracy requirements, additional collision parameter sample points may be added, and the mathematical proxy model may be reconstructed based on the collision parameters of the additional sample points.

[0162] In some embodiments, the terminal can use the certainty coefficient (R 2 ), root mean square error (RMSE), and maximum absolute relative error (max(RE)) to verify the accuracy of the mathematical proxy model. The mathematical expressions of each error analysis indicator are shown in the second formula below.

[0163] (2)

[0164] It should be noted that in the above second formula (2), is the number of verification sample points, Indicates the The true response value of the validation sample points, For the The predicted response value at the validation sample point, is the average of all true response values.

[0165] In some embodiments, the smaller the values ​​of RMSE and max(RE), the better the R 2 The closer to 1, the higher the accuracy of the mathematical proxy model. Therefore, it is usually set , As a standard for evaluating whether the mathematical proxy model can meet the accuracy requirements.

[0166] In some embodiments, the predicted response value can be obtained by verifying the approximate model set in the application, and the operation of verifying the accuracy of the mathematical proxy model can refer to relevant technologies, which will not be described in detail in the embodiments of the present application.

[0167] In order to further improve the optimization effect of the B-pillar structure, the terminal can also obtain reliability optimization design conditions; when the reliability optimization design conditions are met, the second structural parameters of the optimized B-pillar are determined from the mathematical agent model by optimizing the particle swarm optimization algorithm.

[0168] The deterministic optimization design process fails to consider the impact of uncertainties such as actual production, manufacturing, and environmental errors on the optimization results, which can easily cause the optimal solution to deviate from the constraint boundaries and fail to meet the target requirements. Therefore, this paper introduces reliability optimization design based on the deterministic optimization design scheme. The optimization design formula can be expressed as the following third formula.

[0169] (3)

[0170] It should be noted that in the third formula (3) above, is the objective function The variance of is the probability of satisfying the constraint function under given conditions. In the embodiment of the present application, 、 and Taking the condition that the constraints of the three response functions meet the 95% probability as an example, the optimal solution (optimization solution) of the mathematical agent model with the minimum variance is determined.

[0171] In some embodiments, the terminal can also verify the accuracy of the second structural parameter, that is, the terminal can bring the second structural parameter into the whole vehicle side collision model for simulation to obtain a reference weight; when the error between the reference weight and the weight of the B-pillar structure corresponding to the second structural parameter is within the error range, the second structural parameter is determined to be the structural parameter of the B-pillar after optimization.

[0172] It should be noted that the reference weight is the minimum weight of the B-pillar structure obtained after the second structural parameter is introduced into the vehicle side collision model to simulate different side collision conditions.

[0173] When the error between the reference weight and the weight of the B-pillar structure corresponding to the second structural parameter is within the error range, it indicates that the optimization result has high credibility and validity. Therefore, the second structural parameter can be determined as the structural parameter of the B-pillar after optimization.

[0174] In some embodiments, when the error between the reference weight and the weight of the B-pillar structure corresponding to the second structural parameter is outside the error range, the operation of the following step 303 can be performed; or, the structural design experience data of the B-pillar can be updated, and the operation of sampling the structural design experience data can be re-executed.

[0175] Step 303: The terminal determines the B-pillar structural parameter corresponding to the target weight as the first structural parameter after the B-pillar is optimized.

[0176] Since the target weight is the minimum weight of the B-pillar when the vehicle satisfies the collision constraint condition, the structural parameter corresponding to the target weight can be the first structural parameter after optimizing the B-pillar.

[0177] Step 304: The terminal displays the optimized structural parameters of the B-pillar through a prompt message.

[0178] As can be seen from the above, the structural parameters of the optimized B-pillar structure may be the first structural parameters or the second structural parameters. Therefore, the structural parameters of the optimized B-pillar prompted by the terminal through the prompt information are the first structural parameters or the second structural parameters.

[0179] It should be noted that the prompt information can be in the form of voice, text, video, etc.

[0180] In an embodiment of the present application, the collision conditions of the B-pillar under different side working conditions are simulated by using a structural model of the B-pillar and a side collision model of the entire vehicle, and the structural parameters corresponding to the minimum weight of the B-pillar when the vehicle meets the collision constraint conditions are determined as the structural parameters of the optimized B-pillar. In addition, in order to improve the optimization effect, after the simulation, the B-pillar is further optimized by a mathematical proxy model, so that the optimized B-pillar structure meets both crashworthiness and vehicle lightweight requirements.

[0181] Figure 5 1 is a schematic diagram of a structural optimization device for an automobile B-pillar provided in an embodiment of the present application. The structural optimization device for an automobile B-pillar can be implemented by software, hardware, or a combination of both. The structural optimization device for an automobile B-pillar can include: an acquisition module 501, a first determination module 502, and a second determination module 503.

[0182] An acquisition module 501 is used to acquire a structural model of a vehicle's B-pillar and a side collision model of the entire vehicle, wherein the side collision model of the entire vehicle is used to simulate a side collision of the vehicle;

[0183] A first determining module 502 is configured to determine a target weight based on the structural model and the vehicle side collision model, where the target weight is the minimum weight of the B-pillar of the vehicle when the collision constraint condition is satisfied;

[0184] The second determining module 503 is configured to determine the B-pillar structural parameter corresponding to the target weight as the first structural parameter after the B-pillar is optimized.

[0185] In some embodiments, see Figure 6 , the acquisition module 501 includes:

[0186] The first acquisition submodule 5011 is used to acquire the structural design information of the B-pillar;

[0187] The parameterization submodule 5012 is configured to parameterize the structural design information of the B-pillar to obtain a structural parameterized model of the B-pillar, and determine the structural parameterized model of the B-pillar as the structural model of the B-pillar; or

[0188] The construction submodule 5013 is used to construct a structural model of the B-pillar according to a preset ratio and structural design information of the B-pillar. The preset ratio is the ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

[0189] In some embodiments, see Figure 7 , the first determining submodule 502 includes:

[0190] The first simulation submodule 5021 is used to simulate the collision parameters of the vehicle under different side collision conditions based on the structural model and the vehicle side collision model;

[0191] The first determining submodule 5022 is configured to determine a target weight of the B-pillar when the collision parameter satisfies the collision constraint condition.

[0192] In some embodiments, the first simulation submodule 5021 is used to:

[0193] Obtaining the structural design experience data of the B-pillar;

[0194] Performing design variable sampling on the structural design experience data to obtain the design variable sampling data;

[0195] updating the structural model according to the design variable sampling data;

[0196] Based on the updated structural model and the side impact model of the entire vehicle, the collision parameters of the vehicle under different side impact conditions are simulated.

[0197] In some embodiments, the first determining module 502 further includes:

[0198] A second construction submodule is used to construct a mathematical proxy model based on the collision parameters, and the mathematical proxy model is used to replace the whole vehicle side collision model to perform collision simulation;

[0199] The second determining submodule is configured to determine the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing a particle swarm optimization algorithm.

[0200] In some embodiments, the first determining module 502 further includes:

[0201] A verification submodule is used to verify the accuracy of the mathematical agent model;

[0202] The triggering submodule is used to trigger the second determining submodule to determine the optimized second structural parameters of the B-pillar from the mathematical proxy model by optimizing the particle swarm optimization algorithm when the accuracy of the mathematical proxy model meets the accuracy requirement.

[0203] In some embodiments, the first determining module 502 further includes:

[0204] The second acquisition submodule is used to obtain reliability optimization design conditions;

[0205] Accordingly, the second determining submodule is used for:

[0206] When the reliability optimization design condition is met, the optimized second structural parameter of the B-pillar is determined from the mathematical agent model by using the optimized particle swarm optimization algorithm.

[0207] In some embodiments, the first determining module 502 further includes:

[0208] The second simulation submodule is used to bring the second structural parameters into the vehicle side collision model for simulation to obtain a reference weight;

[0209] The third determining submodule is configured to determine that the second structural parameter is an optimized structural parameter of the B-pillar when an error between the reference weight and the structural weight of the B-pillar corresponding to the second structural parameter is within an error range.

[0210] In an embodiment of the present application, the collision conditions of the B-pillar under different side working conditions are simulated by using a structural model of the B-pillar and a side collision model of the entire vehicle, and the structural parameters corresponding to the minimum weight of the B-pillar when the vehicle meets the collision constraint conditions are determined as the structural parameters of the optimized B-pillar. In addition, in order to improve the optimization effect, after the simulation, the B-pillar is further optimized by a mathematical proxy model, so that the optimized B-pillar structure meets both crashworthiness and vehicle lightweight requirements.

[0211] It should be noted that the above-described embodiments of the vehicle B-pillar structural optimization device, when performing structural optimization of the vehicle B-pillar, are merely exemplified by the division of the aforementioned functional modules. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the vehicle B-pillar structural optimization device and the vehicle B-pillar structural optimization method embodiment provided in the above-described embodiments share the same concept. The specific implementation process is detailed in the method embodiment and will not be further elaborated here.

[0212] Figure 8 The following is a block diagram of a terminal 800 according to an exemplary embodiment of the present application. Terminal 800 may be a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. Terminal 800 may also be referred to as user equipment, portable terminal, laptop terminal, desktop terminal, or other similar names.

[0213] Typically, the terminal 800 includes a processor 801 and a memory 802 .

[0214] Processor 801 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 801 may be implemented in hardware using at least one of the following: a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), or a PLA (Programmable Logic Array). Processor 801 may also include a main processor and a coprocessor. The main processor is used to process data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 801 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing content displayed on the display screen. In some embodiments, processor 801 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0215] Memory 802 may include one or more computer-readable storage media, which may be non-transitory. Memory 802 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in memory 802 is used to store at least one instruction, which is executed by processor 801 to implement the vehicle B-pillar structural optimization method provided in the method embodiment of the present application.

[0216] In some embodiments, terminal 800 may optionally include a peripheral device interface 803 and at least one peripheral device. The processor 801, memory 802, and peripheral device interface 803 may be connected via a bus or signal lines. Each peripheral device may be connected to peripheral device interface 803 via a bus, signal lines, or circuit boards. Specifically, the peripheral device may include at least one of a radio frequency circuit 804, a display screen 805, a camera assembly 806, an audio circuit 807, a positioning assembly 808, and a power supply 809.

[0217] The peripheral device interface 803 can be used to connect at least one I / O (Input / Output)-related peripheral device to the processor 801 and the memory 802. In some embodiments, the processor 801, the memory 802, and the peripheral device interface 803 are integrated on the same chip or circuit board. In other embodiments, any one or two of the processor 801, the memory 802, and the peripheral device interface 803 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0218] The RF circuit 804 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 804 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 804 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the RF circuit 804 includes an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, and the like. The RF circuit 804 can communicate with other terminals via at least one wireless communication protocol. Such wireless communication protocols include, but are not limited to, metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 804 may also include circuitry related to Near Field Communication (NFC), although this application does not limit this.

[0219] Display screen 805 is used to display a user interface (UI). This UI may include graphics, text, icons, videos, or any combination thereof. If display screen 805 is a touchscreen display, it is also capable of detecting touch signals on or above the surface of display screen 805. These touch signals can be input as control signals to processor 801 for processing. Display screen 805 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there can be a single display screen 805, located on the front panel of terminal 800. In other embodiments, there can be at least two display screens 805, located on different surfaces of terminal 800 or in a foldable design. In still other embodiments, display screen 805 can be a flexible display, located on a curved or foldable surface of terminal 800. Display screen 805 can also be configured as a non-rectangular, irregular shape, also known as a special-shaped screen. Display screen 805 can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0220] The camera assembly 806 is used to capture images or videos. Optionally, the camera assembly 806 includes a front camera and a rear camera. Typically, the front camera is set on the front panel of the terminal, and the rear camera is set on the back of the terminal. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments, the camera assembly 806 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0221] The audio circuit 807 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals that are input into the processor 801 for processing, or input into the radio frequency circuit 804 to achieve voice communication. For the purpose of stereo sound collection or noise reduction, there may be multiple microphones, each located in different parts of the terminal 800. The microphone may also be an array microphone or an omnidirectional collection microphone. The speaker is used to convert electrical signals from the processor 801 or the radio frequency circuit 804 into sound waves. The speaker may be a traditional thin film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert electrical signals into sound waves audible to humans, but also convert electrical signals into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit 807 may also include a headphone jack.

[0222] Positioning component 808 is used to locate the current geographic location of terminal 800 to implement navigation or location-based services (LBS). Positioning component 808 can be based on the US GPS (Global Positioning System), China's BeiDou system, Russia's Greninja system, or the European Union's Galileo system.

[0223] Power supply 809 is used to power various components in terminal 800. Power supply 809 can be AC ​​power, DC power, disposable batteries, or rechargeable batteries. When power supply 809 includes a rechargeable battery, the rechargeable battery can support wired charging or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0224] In some embodiments, the terminal 800 further includes one or more sensors 810 , including but not limited to: an acceleration sensor 811 , a gyroscope sensor 812 , a pressure sensor 813 , a fingerprint sensor 814 , an optical sensor 815 , and a proximity sensor 816 .

[0225] The accelerometer 811 can detect the magnitude of acceleration along the three coordinate axes of the coordinate system established by the terminal 800. For example, the accelerometer 811 can be used to detect the components of gravity acceleration along the three coordinate axes. The processor 801 can control the display screen 805 to display the user interface in a landscape or portrait view based on the gravity acceleration signal collected by the accelerometer 811. The accelerometer 811 can also be used to collect game or user motion data.

[0226] The gyroscope sensor 812 can detect the orientation and rotation angle of the terminal 800. It can also work with the accelerometer 811 to collect the user's 3D movements of the terminal 800. Based on the data collected by the gyroscope sensor 812, the processor 801 can implement the following functions: motion sensing (for example, changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0227] The pressure sensor 813 can be set on the side frame of the terminal 800 and / or the lower layer of the display screen 805. When the pressure sensor 813 is set on the side frame of the terminal 800, it can detect the user's grip signal of the terminal 800, and the processor 801 performs left and right hand recognition or shortcut operations based on the grip signal collected by the pressure sensor 813. When the pressure sensor 813 is set on the lower layer of the display screen 805, the processor 801 controls the operational controls on the UI interface based on the user's pressure operation on the display screen 805. The operational controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0228] The fingerprint sensor 814 is used to collect the user's fingerprint. The processor 801 identifies the user's identity based on the fingerprint collected by the fingerprint sensor 814, or the fingerprint sensor 814 identifies the user's identity based on the collected fingerprint. When the user's identity is recognized as a trusted identity, the processor 801 authorizes the user to perform relevant sensitive operations, such as unlocking the screen, viewing encrypted information, downloading software, making payments, and changing settings. The fingerprint sensor 814 can be set on the front, back, or side of the terminal 800. When a physical button or manufacturer logo is provided on the terminal 800, the fingerprint sensor 814 can be integrated with the physical button or manufacturer logo.

[0229] The optical sensor 815 is used to detect ambient light intensity. In one embodiment, the processor 801 can control the display brightness of the display screen 805 based on the ambient light intensity detected by the optical sensor 815. Specifically, when the ambient light intensity is high, the display brightness of the display screen 805 is increased; when the ambient light intensity is low, the display brightness of the display screen 805 is decreased. In another embodiment, the processor 801 can also dynamically adjust the shooting parameters of the camera assembly 806 based on the ambient light intensity detected by the optical sensor 815.

[0230] Proximity sensor 816, also known as a distance sensor, is typically located on the front panel of terminal 800. Proximity sensor 816 is used to detect the distance between the user and the front of terminal 800. In one embodiment, when proximity sensor 816 detects that the distance between the user and the front of terminal 800 is gradually decreasing, processor 801 controls display screen 805 to switch from the screen-on state to the screen-off state. When proximity sensor 816 detects that the distance between the user and the front of terminal 800 is gradually increasing, processor 801 controls display screen 805 to switch from the screen-off state to the screen-on state.

[0231] Those skilled in the art will understand that Figure 8 The structure shown in the figure does not constitute a limitation on the terminal 800, and the terminal 800 may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component arrangement.

[0232] An embodiment of the present application also provides a non-transitory computer-readable storage medium. When the instructions in the storage medium are executed by the processor of the terminal, the terminal is able to execute the structural optimization method of the automobile B-pillar provided in the above embodiment.

[0233] An embodiment of the present application further provides a computer program product comprising instructions, which, when executed on a terminal, enables the terminal to execute the structural optimization method for the automobile B-pillar provided in the above embodiment.

[0234] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or by a program to instruct the relevant hardware, and the program may be stored in a computer-readable storage medium, which may be a read-only memory, a disk, or an optical disk, etc.

[0235] The above description is only a preferred embodiment of the embodiments of the present application and is not intended to limit the embodiments of the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A structural optimization method for an automobile B-pillar, characterized in that: The method comprises: Obtain a structural model of the vehicle's B-pillar and a vehicle side collision model, the vehicle side collision model being used to simulate a side collision of the vehicle; the B-pillar is a TRB (continuously variable thickness rolled plate) structure made of ultra-high-strength steel, and the thickness of the B-pillar varies in different regions along the Z-axis. The Z-axis refers to the direction in which a user's eyes are looking toward the roof of the vehicle after entering the driver's seat and correctly seating themselves; Determining a target weight based on the structural model and the vehicle side collision model, the target weight being a minimum weight of the B-pillar of the vehicle when a collision constraint condition is satisfied; determining a B-pillar structural parameter corresponding to the target weight as a first structural parameter after optimizing the B-pillar; The determining of the target weight based on the structural model and the vehicle side collision model includes: Based on the structural model and the vehicle side collision model, simulating collision parameters of the vehicle under different side collision conditions; determining a target weight of the B-pillar when the collision parameters satisfy the collision constraint condition; The collision constraint conditions include: the maximum intrusion of the B-pillar in C-NCAP 、Euro-NCAP maximum B-pillar intrusion and the maximum occupant survival space D in C-IASI; the collision parameters include the intrusion amount of the B-pillar, the size of the occupant survival space, the B-pillar structure weight, and the thickness parameters and position parameters of each area of ​​the B-pillar corresponding to each structure weight of the B-pillar.

2. The method according to claim 1, wherein The step of obtaining the structural model of the automobile B-pillar includes: Obtaining structural design information of the B-pillar; parametrically representing the structural design information of the B-pillar to obtain a structural parametric model of the B-pillar, and determining the structural parametric model of the B-pillar as the structural model of the B-pillar; or A structural model of the B-pillar is constructed according to a preset ratio and structural design information of the B-pillar, wherein the preset ratio is a ratio between the structural model of the B-pillar and the physical structure of the B-pillar.

3. The method according to claim 1, wherein The simulating the collision parameters of the vehicle under different side collision conditions based on the structural model and the vehicle side collision model includes: Obtaining the structural design experience data of the B-pillar; Performing design variable sampling on the structural design experience data to obtain the design variable sampling data; updating the structural model according to the design variable sampling data; Based on the updated structural model and the whole vehicle side collision model, the collision parameters of the vehicle under different side collision conditions are simulated.

4. The method according to claim 3, wherein After simulating the collision parameters of the vehicle under different side collision conditions based on the updated structural model and the vehicle side collision model, the method further includes: Constructing a mathematical proxy model based on the collision parameters, wherein the mathematical proxy model is used to replace the full vehicle side collision model for collision simulation; The optimized second structural parameters of the B-pillar are determined from the mathematical agent model by optimizing the particle swarm optimization algorithm.

5. The method according to claim 4, wherein Before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes: Verifying the accuracy of the mathematical proxy model; When the accuracy of the mathematical proxy model meets the accuracy requirement, an operation of determining the optimized second structural parameters of the B-pillar from the mathematical proxy model by optimizing the particle swarm optimization algorithm is performed.

6. The method according to claim 4, wherein Before determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes: Obtain reliability optimization design conditions; Accordingly, determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm includes: When the reliability optimization design condition is met, the optimized second structural parameter of the B-pillar is determined from the mathematical agent model by using the optimized particle swarm optimization algorithm.

7. The method according to any one of claims 4 to 6, characterized in that: After determining the optimized second structural parameters of the B-pillar from the mathematical agent model by optimizing the particle swarm optimization algorithm, the method further includes: Bringing the second structural parameters into the vehicle side collision model for simulation to obtain a reference weight; When an error between the reference weight and the structural weight of the B-pillar corresponding to the second structural parameter is within an error range, the second structural parameter is determined to be the optimized structural parameter of the B-pillar.

8. A structural optimization device for a car B-pillar, characterized in that: The device comprises: An acquisition module is configured to acquire a structural model of the vehicle's B-pillar and a vehicle side collision model, the vehicle side collision model being used to simulate a side collision of the vehicle; the B-pillar is a TRB (continuously variable thickness rolled plate) structure made of ultra-high-strength steel, and has varying thicknesses in various regions along the Z-axis, where the Z-axis refers to the direction in which a user's eyes are looking toward the roof of the vehicle after entering the driver's seat and correctly seating themselves; a first determining module, configured to determine a target weight based on the structural model and the vehicle side collision model, the target weight being a minimum weight of the B-pillar of the vehicle when a collision constraint condition is satisfied; a second determining module, configured to determine the B-pillar structural parameter corresponding to the target weight as a first structural parameter after optimizing the B-pillar; The first determination module is further configured to simulate collision parameters of the vehicle under different side collision conditions based on the structural model and the vehicle side collision model; and determine a target weight of the B-pillar when the collision parameters satisfy the collision constraint condition; The collision constraint conditions include: the maximum intrusion of the B-pillar in C-NCAP 、Euro-NCAP maximum B-pillar intrusion and the maximum occupant survival space D in C-IASI; the collision parameters include the intrusion amount of the B-pillar, the size of the occupant survival space, the B-pillar structure weight, and the thickness parameters and position parameters of each area of ​​the B-pillar corresponding to each structure weight of the B-pillar.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, which, when executed by a processor, implement the steps of the method according to any one of claims 1 to 7.

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