Method, device, readable storage medium and electronic device for determining cabin hard point position

Abstract

A method, device, readable storage medium, and electronic device for determining the hardpoint position of a nacelle. The method comprises: obtaining a basic collision finite element model of a vehicle and an analysis matrix; performing model transformation on the basic collision finite element model according to the analysis matrix to obtain multiple collision finite element models; performing model calculations on each collision finite element model and reading the values ​​of target parameters from the calculation results of each collision finite element model; calculating the value of a corresponding objective function based on the target parameters of each collision finite element model, wherein the objective function is a collision safety function established based on peak acceleration, longitudinal beam deformation, and longitudinal beam energy absorption; determining the maximum value among the calculated objective function values, and determining the nacelle hardpoint position based on the collision finite element model corresponding to the maximum value. This method can quickly determine the nacelle hardpoint position, ensuring vehicle safety.

Description

Technical Field

[0001] The present invention relates to the automotive field, and in particular to a method and device for determining a hard point position in a cabin, a readable storage medium, and electronic equipment. Background Art

[0002] A head-on collision generates enormous impact energy. Some of this energy is absorbed by the structural deformation of the front engine compartment, while the remaining energy is transferred rearward into the passenger compartment via stress waves. The more energy absorbed within the engine compartment, the less energy is transferred to the passenger compartment, reducing injuries to occupants. Minimizing occupant injuries is not only a requirement of national safety regulations, but also a persistent goal pursued by researchers in automotive collision safety technology.

[0003] Whether it's a traditional fuel-powered vehicle or a new energy electric vehicle, the location of the hardpoints within the front engine compartment is a key factor in absorbing energy in a frontal collision. It also influences the stability of the body's longitudinal beam deformation. Therefore, the location of the engine compartment hardpoints is not only related to the vehicle's dynamic tuning and steering performance, but also closely related to its collision safety performance.

[0004] Previously, the impact of the nacelle's hardpoint location on a car's collision safety performance could only be determined through actual vehicle crash tests conducted at national testing agencies after the vehicle was manufactured. After the tests, the vehicle was returned to the OEM for detailed disassembly, removing components such as the powertrain and its accessories until the deformation of the longitudinal beam could be clearly scanned. Only when the deformation of the scanned longitudinal beam is consistent with the design status during the development phase can it be proven that the impact of the nacelle's hardpoint location on the collision is as expected. If the deformation of the longitudinal beam differs significantly from the design status, the OEM will need to make design changes and continue testing and verification until the design expectations are met. However, this current method has a long cycle and low efficiency. Summary of the Invention

[0005] In view of the above situation, it is necessary to provide a method, device, readable storage medium and electronic device for determining the hard point position of the cabin to address the problem of difficulty in determining the hard point position of the cabin in the prior art.

[0006] A method for determining a hard point position in a cabin, comprising:

[0007] Obtaining a collision finite element basic model of the vehicle and an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, wherein the multiple levels include multiple engine cabin hard points of the vehicle and the multiple factors include multiple position information;

[0008] Performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models;

[0009] Performing model calculations on each of the collision finite element models, and reading values ​​of target parameters in the calculation results of each of the collision finite element models, the target parameters including acceleration peak value, longitudinal beam deformation, and longitudinal beam energy absorption;

[0010] Calculating a corresponding objective function value according to the target parameters of each collision finite element model, wherein the objective function is a collision safety function established according to the peak acceleration, the deformation of the longitudinal beam, and the energy absorbed by the longitudinal beam;

[0011] A maximum value among the calculated values ​​of the objective function is determined, and a hard point position of the nacelle is determined according to a collision finite element model corresponding to the maximum value.

[0012] Furthermore, in the above-mentioned method for determining the hard point position of the nacelle, the step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes:

[0013] deriving a front subframe finite element overall mesh from the collision finite element basic model;

[0014] Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points;

[0015] Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids;

[0016] The entire mesh of each new front subframe is re-imported into the collision finite element basic model to obtain a corresponding collision finite element model.

[0017] Furthermore, in the above-mentioned method for determining the position of the hard point of the nacelle, the step of transforming the entire grid of the front subframe to each of the determined target positions includes:

[0018] The Morph tool in the HYPERMESH software is used to transform the entire mesh of the front subframe to each of the determined target positions.

[0019] Furthermore, in the above-mentioned method for determining the hard point position of the cabin, the objective function is:

[0020]

[0021] Among them, M is the objective function, E is the longitudinal beam energy absorption, L is the longitudinal beam deformation, and A is the vehicle acceleration peak.

[0022] Furthermore, in the above-mentioned method for determining the hard point position of the nacelle, the step of performing model calculation on each of the collision finite element models comprises:

[0023] LS-DYNA software is used as a high-speed, large-deformation, material nonlinear dynamic finite element calculation solver to calculate each of the collision finite element models.

[0024] Furthermore, in the above-mentioned method for determining the position of the cabin hard point, there are two cabin hard points in the analysis matrix, which are two mounting points of the front subframe, and three position analysis factors are set.

[0025] The present invention also discloses a device for determining a hard point position in a cabin, comprising:

[0026] an acquisition module, configured to acquire a collision finite element basic model of the vehicle and an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, wherein the multiple levels include multiple engine compartment hard points of the vehicle and the multiple factors include multiple position information;

[0027] A model transformation module, configured to perform model transformation on the collision finite element basic model according to the analysis matrix to obtain a plurality of collision finite element models;

[0028] a model calculation module, configured to perform model calculations on each of the collision finite element models and read values ​​of target parameters in the calculation results of each of the collision finite element models, wherein the target parameters include peak acceleration, longitudinal beam deformation, and longitudinal beam energy absorption;

[0029] an objective function calculation module, which calculates a corresponding objective function value according to the objective parameters of each collision finite element model, wherein the objective function is a collision safety function established according to the peak acceleration, the deformation of the longitudinal beam, and the energy absorbed by the longitudinal beam;

[0030] A determination module is configured to determine a maximum value among the calculated values ​​of the objective function, and determine a hard point position of the cabin according to a collision finite element model corresponding to the maximum value.

[0031] Furthermore, in the above-mentioned nacelle hard point position determination device, the step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes:

[0032] deriving a front subframe finite element overall mesh from the collision finite element basic model;

[0033] Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points;

[0034] Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids;

[0035] The entire mesh of each new front subframe is re-imported into the collision finite element basic model to obtain a corresponding collision finite element model.

[0036] The present invention also discloses an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the above-described methods when executing the computer program.

[0037] The present invention also discloses a computer-readable storage medium having a program stored thereon, wherein the program implements any one of the above-mentioned methods when executed by a processor.

[0038] The present invention establishes an analysis matrix formed by multiple engine cabin hard points and multiple positions, and transforms the vehicle's collision finite element basic model based on this analysis matrix to obtain multiple collision models. The objective function is determined based on indicators for assessing vehicle safety performance, such as the deformation of the longitudinal beam after the collision, the energy absorbed by the longitudinal beam, and the body acceleration waveform. By simulating a vehicle collision scenario, the values ​​of three indicators, namely, the deformation of the longitudinal beam after the collision, the energy absorbed by the longitudinal beam, and the body acceleration, are calculated for each model. The objective function value is calculated based on the calculated indicator values ​​for each model, and the optimal position of the engine cabin hard point is determined based on the minimum objective function value. This method can quickly determine the position of the engine cabin hard point and ensure vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 Flowchart of the method for determining the hard point position of the cabin in the first embodiment of the present invention;

[0040] Figure 2 This is a schematic diagram of the cabin hard point locations;

[0041] Figures 3a to 3i They are the structural schematic diagrams of Model 1 to Model 9 respectively;

[0042] Figure 4 Flowchart of a method for determining a hard point position of a cabin in a second embodiment of the present invention;

[0043] Figure 5 This is a structural block diagram of a device for determining a hard point position of a cabin in a third embodiment of the present invention;

[0044] Description of main component symbols

[0045] 100: Front longitudinal beam; 2.1: Front subframe first mounting point; 300: Front subframe; 4.1: Front subframe second mounting point. DETAILED DESCRIPTION

[0046] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0047] These and other aspects of the embodiments of the present invention will become apparent with reference to the following description and accompanying drawings. While some specific implementations of the embodiments of the present invention are disclosed in detail in these descriptions and accompanying drawings to illustrate some ways of implementing the principles of the embodiments of the present invention, it should be understood that the scope of the embodiments of the present invention is not limited thereby. On the contrary, the embodiments of the present invention encompass all variations, modifications, and equivalents that fall within the spirit and scope of the appended claims.

[0048] The method for determining the position of the hard point of the engine room in the embodiment of the present invention is mainly used for vehicles of the M1 category, but is not limited to such vehicles and can also be used for other vehicles, vehicles, and equipment equipped with pipelines that have similar pipelines.

[0049] See also Figure 1 , which is a method for determining the hard point position of a cabin in the first embodiment of the present invention, including steps S11 to S15.

[0050] Step S11, obtaining a collision finite element basic model of the car and obtaining an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, the multiple levels are multiple engine room hard points of the car, and the multiple factors include multiple position information.

[0051] The vehicle collision finite element model is a collision finite element model established in vehicle collision performance analysis. This embodiment primarily uses a frontal collision model, and the vehicle collision conditions involved are frontal collision conditions, including but not limited to those described in GB11551. Other conditions may include passenger car frontal offset collisions described in GBT20913 and frontal 25% overlap small offset collisions described in C-IASI2018.

[0052] The cabin hard points described in this embodiment primarily refer to the front and rear mounting points of the vehicle's front subframe. If the vehicle has other hard point designs within the front cabin, these are also encompassed by this invention. For example, the analysis table in this embodiment has two levels, representing the vehicle's two cabin hard points, which are the two mounting points of the front subframe. There are three factors: Position a, Position b, and Position c. Position a is the base position, corresponding to a position of 0 mm, indicating a cabin hard point offset of 0 mm. The collision finite element base model is determined based on this position. Position b is a positive horizontal offset of X mm from the base position. Position C is a negative horizontal offset of X mm from the base position. The analysis matrix is ​​shown in Table 1. This analysis matrix includes at least two levels (two cabin hard points) and three factors (three positions). X in Table 1 can take any value. For example, -X mm can take -20 mm, indicating a forward shift of 20 mm.

[0053] Table 1

[0054]

[0055] like Figure 2 As shown, the two levels represent the cabin hard point 1 (the first mounting point 2.1 of the front subframe) and the cabin hard point 2 (the second mounting point 4.1 of the front subframe). The three factors represent:

[0056] The hard point of the nacelle is at the base position, i.e., offset 0 mm, as shown in Figures 2.1 and 4.1;

[0057] The cabin hard point is moved forward -X mm, as shown in Figures 2.2 and 4.2;

[0058] The hard point of the nacelle is moved back +X mm, as shown in Figures 2.3 and 4.3.

[0059] Step S12: performing model transformation on the collision finite element basic model according to the analysis matrix to obtain a plurality of collision finite element models.

[0060] According to multiple cabin hard points and multiple position analysis factors, multiple combinations can be obtained. For example, if the number of cabin hard points is n and the number of position factors is m, then the number of combinations is m. n Taking the example in Table 1, nine possible combinations of the two levels and three factors are possible: 1a2a, 1a2b, 1a2c, 1b2a, 1b2b, 1b2c, 1c2a, 1c2b, and 1c2c. Each combination defines a hardpoint location. Based on the hardpoint location of each combination, the crash finite element model can be transformed to yield a variety of crash finite element models.

[0061] Specifically, in one embodiment of the present invention, the step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes:

[0062] deriving a front subframe finite element overall mesh from the collision finite element basic model;

[0063] Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points;

[0064] Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids;

[0065] The entire mesh of each new front subframe is re-imported into the collision finite element basic model to obtain a corresponding collision finite element model.

[0066] Specifically, the overall finite element mesh of the front subframe is derived from the basic collision finite element model of the automobile. According to the analysis matrix, the positions of the cabin hard point 1 and the cabin hard point 2 are transformed, and the Morph tool in the HYPERMESH software is used to transform the overall mesh of the front subframe to the target position. At this time, the overall mesh uniformity of the front subframe is maintained well. The thickness properties and material properties of the overall mesh of the front subframe are consistent with those before Morph. The transformed overall mesh of the front subframe is re-imported into the basic collision finite element model of the automobile, and 9 collision finite element models are obtained by transformation, namely model 1, model 2, ..., model 9, and the corresponding horizontal factor combinations are shown in side 2. The diagrams of model 1, model 2, ..., model 9 are shown as follows. Figures 3a to 3i ,These models constitute the parametric analysis model library.

[0067] Table 2

[0068] Model number Level factor combination Model 1 1a2a Model 2 1a2b Model 3 1a2c Model 4 1b2a Model 5 1b2b Model 6 1b2c Model 7 1c2a Model 8 1c2b Model 9 1c2c

[0069] Step S13 , performing model calculation on each of the collision finite element models, and reading the values ​​of target parameters in the calculation results of each of the collision finite element models, wherein the target parameters include acceleration peak value, longitudinal beam deformation, and longitudinal beam energy absorption.

[0070] Step S14 , calculating a corresponding objective function value according to the target parameters of each collision finite element model, wherein the objective function is a collision safety function established according to the acceleration peak value, the longitudinal beam deformation and the longitudinal beam energy absorption.

[0071] Step S15 , determining a maximum value among the calculated values ​​of the objective function, and determining a hard point position of the cabin according to a collision finite element model corresponding to the maximum value.

[0072] In specific implementation, LS-DYNA software can be used as a high-speed, large deformation, and material nonlinear dynamic finite element calculation solver to calculate the 9 automobile collision finite element models in the model library.

[0073] The calculation results were read using HYPERVIEW software to obtain the values ​​of each target parameter in the nine models, such as the vehicle acceleration peak values ​​A1, A2…A9, the longitudinal beam deformation values ​​L1, L2…L9, and the longitudinal beam energy absorption values ​​E1, E2…E9.

[0074] Since it is closely related to the vehicle collision safety performance, its objective function M is related to the vehicle acceleration peak A, the longitudinal beam deformation L and the longitudinal beam energy absorption E. Based on the consideration of vehicle collision safety, this embodiment defines the objective function as:

[0075]

[0076] Among them, M is the objective function, E is the longitudinal beam energy absorption, L is the longitudinal beam deformation, and A is the vehicle acceleration peak.

[0077] According to the acceleration of each model, the deformation of the longitudinal beam and the energy absorbed by the longitudinal beam, the values ​​of the objective function M1, M2...M9 can be solved.

[0078] The maximum value is selected from the calculated multiple objective function values ​​M1, M2...M9. At this time, the optimal positions of the cabin hard point 1 and the cabin hard point 2 can be inferred.

[0079] This embodiment establishes an analysis matrix formed by multiple engine compartment hardpoints and multiple locations, and transforms the vehicle's collision finite element model based on this analysis matrix to generate multiple collision models. An objective function is determined based on vehicle safety performance indicators such as post-collision longitudinal beam deformation, longitudinal beam energy absorption, and vehicle body acceleration waveforms. By simulating a vehicle collision scenario, the post-collision longitudinal beam deformation, longitudinal beam energy absorption, and vehicle body acceleration values ​​are calculated for each model. The objective function is then calculated based on the calculated values ​​for each model. The optimal position of the engine compartment hardpoint is determined based on the minimum objective function value. This method allows for rapid determination of the engine compartment hardpoint position, ensuring vehicle safety.

[0080] The following is an explanation using a specific embodiment. The following implementation is only an example of the technical solution of this embodiment and should not be interpreted as limiting the scope of protection of the present invention. In particular, the parametric analysis objective function of the cabin hard point position based on collision performance, the parametric analysis matrix 2 levels 3 factors can also be expanded to add other cabin hard point levels and factors, and the parametric model library generated after the overall mesh of the front subframe is also protected by this patent. Please refer to Figure 4 , which is a method for determining a hard point position of a cabin in a second embodiment of the present invention, comprising steps S1 to S7.

[0081] Step S1: Define the objective function M for the parametric analysis of the cabin hard point position. Due to its close correlation with vehicle collision safety performance, the objective function M is related to the vehicle's peak acceleration A, longitudinal beam deformation L, and longitudinal beam energy absorption E. Based on vehicle collision safety considerations, this embodiment defines the objective function as:

[0082]

[0083] Step S2, define a parametric analysis matrix. As shown in Table 1, the analysis matrix contains at least two levels and three factors. The two levels represent cabin hard point 1, i.e., the first mounting point 20 of the front subframe, and cabin hard point 2, i.e., the second mounting point 40 of the front subframe. The three factors represent the cabin hard point base position 0 mm, as shown in Figures 2.1 and 4.1, the cabin hard point moved forward -X mm, as shown in Figures 2.2 and 4.2, and the cabin hard point moved back +X mm, as shown in Figures 2.3 and 4.3. Figure 2 .

[0084] Step S3: importing the basic finite element collision model of the car.

[0085] Step S4: transforming the collision finite element basic model according to the two-level three-factor analysis matrix to obtain a 3*3 automobile collision finite element model library.

[0086] Step S5, define the vehicle collision conditions and submit the calculation. The vehicle collision conditions involved in this embodiment are frontal collision conditions, including but not limited to the frontal collision conditions described in GB11551. It can also include the passenger car frontal offset collision described in GBT20913, the frontal 25% overlap small offset collision described in C-IASI2018, etc. Submitting the calculation means: using LS-DYNA software as a high-speed, large deformation, material nonlinear dynamic finite element calculation solver to calculate the 9 vehicle frontal collision finite element models in the model library described in step S24.

[0087] In step S6, the calculation results are read using HYPERVIEW software to obtain the vehicle acceleration peaks, longitudinal beam deformations, and longitudinal beam energy absorption for each of the nine models. The objective function values ​​are then solved for each model. For example, the objective function values ​​M1, M2, ..., M9 can be solved for the vehicle acceleration peaks A1, A2, ..., A9, longitudinal beam deformations L1, L2, ..., L9, and longitudinal beam energy absorption E1, E2, ..., E9.

[0088] Step S7: Select the maximum value from the values ​​of the nine objective functions, and infer the optimal position of the cabin hard point based on the maximum value.

[0089] In order to make the calculation more accurate, this embodiment also provides the vehicle collision finite element model transformation method described in step S4, and the specific steps are as follows:

[0090] S41. Exporting the front subframe basic mesh: Exporting the front subframe finite element overall mesh from the vehicle collision finite element basic model described in S3.

[0091] S42. Overall reconstruction of the base mesh (Morph). Based on the position transformation of cabin hard points 1 and 2 described in step S2, use the Morph tool in the HYPERMESH software to transform the entire front subframe mesh to the target position. At this point, the overall mesh uniformity of the front subframe is well maintained, and only individual meshes may require manual adjustment. The thickness and material properties of the entire front subframe mesh remain the same as before the Morph.

[0092] S43. The transformed front subframe overall mesh is re-imported into the automobile collision finite element basic model to become Model 1, Model 2 ... Model 9. These models constitute a parametric analysis model library.

[0093] After steps S41 to S43 , the finite element model transformation of the hard point position of the nacelle is completed, and then the process proceeds to step S4 to continue the analysis.

[0094] The cabin hardpoints described in this embodiment are: Cabin Hardpoint 1 (the first mounting point on the vehicle's front subframe) and Cabin Hardpoint 2 (the second mounting point on the vehicle's front subframe). If there are other fixed components within the vehicle's front cabin that are mounted to the longitudinal beams, their mounting points should also be considered cabin hardpoints.

[0095] The automobile collision finite element basic model described in step S3 should be a calibrated and reliable model, which is the basis of the parameterized model library Model 1, Model 2 ... Model 9.

[0096] The calculation uses LS-DYNA software as a high-speed large deformation, material nonlinear dynamic finite element solver, and uses high-performance parallel processing technology. In the batch calculation step S5, 9 models of the collision condition are defined (such as Figures 3a to 3iAfter all calculations are completed, the calculation results are read using HYPERVIEW software to obtain the vehicle acceleration peak values ​​A1, A2…A9, the longitudinal beam deformation values ​​L1, L2…L9, and the longitudinal beam energy absorption values ​​E1, E2…E9. Accordingly, according to the objective function definition in S1, the objective function values ​​M1, M2…M9 can be directly solved.

[0097] From the results of M1, M2…M9, the maximum value is selected. According to the parametric analysis matrix in Table 1, the optimal positions of the front and rear mounting points of the front subframe can be quickly obtained.

[0098] The optimality in this embodiment is based solely on the vehicle's collision safety performance. In actual engineering design, other performance requirements, such as vehicle dynamic balance and handling stability, often need to be considered simultaneously. In this case, the X value described in the present invention needs to be reasonably adjusted to achieve the optimal design state for the installation of the cabin hardpoint front subframe mounting point.

[0099] See also Figure 5 , is a nacelle hard point position determination device in a third embodiment of the present invention, comprising:

[0100] an acquisition module 31 for acquiring a basic collision finite element model of the vehicle and an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, wherein the multiple levels include multiple engine compartment hard points of the vehicle and the multiple factors include multiple position information;

[0101] A model transformation module 32 is configured to perform model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models;

[0102] a model calculation module 33 for performing model calculations on each of the collision finite element models and reading target parameter values ​​from the calculation results of each collision finite element model, wherein the target parameters include peak acceleration, longitudinal beam deformation, and longitudinal beam energy absorption;

[0103] an objective function calculation module 34 for calculating a corresponding objective function value based on the objective parameters of each collision finite element model, wherein the objective function is a collision safety function established based on the peak acceleration, the deformation of the longitudinal beam, and the energy absorbed by the longitudinal beam;

[0104] The determination module 35 is configured to determine a maximum value among the calculated values ​​of the objective function, and determine a hard point position of the cabin according to a collision finite element model corresponding to the maximum value.

[0105] Furthermore, in the above-mentioned nacelle hard point position determination device, the step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes:

[0106] deriving a front subframe finite element overall mesh from the collision finite element basic model;

[0107] Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points;

[0108] Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids;

[0109] The entire mesh of each new front subframe is re-imported into the collision finite element basic model to obtain a corresponding collision finite element model.

[0110] The cabin hard point position determination device provided in the embodiment of the present invention has the same implementation principle and technical effects as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference can be made to the corresponding content in the aforementioned method embodiment.

[0111] On the other hand, the present invention further provides an electronic device, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned method for determining the hard point position of the cabin when executing the computer program.

[0112] The electronic device may be, but is not limited to, a computer device such as a personal computer or a mobile phone. In some embodiments, the processor may be a central processing unit (CPU), a controller, a microcontroller, a microprocessor, or other data processing chip, configured to execute program code stored in a memory or process data.

[0113] Among them, the memory includes at least one type of readable storage medium, and the readable storage medium includes a flash memory, a hard disk, a multimedia card, a card-type memory (for example, an SD or DX memory, etc.), a magnetic memory, a magnetic disk, an optical disk, etc. In some embodiments, the memory can be an internal storage unit of an electronic device, such as a hard disk of the electronic device. In other embodiments, the memory can also be an external storage device of an electronic device, such as a plug-in hard disk equipped on the electronic device, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. Furthermore, the memory can also include both an internal storage unit of the electronic device and an external storage device. The memory can not only be used to store application software and various types of data installed in the electronic device, but can also be used to temporarily store data that has been output or is to be output.

[0114] Optionally, the electronic device may further include a user interface, a network interface, a communication bus, etc. The user interface may include a display (Display), an input unit such as a keyboard (Keyboard), and the optional user interface may also include a standard wired interface, a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode, organic light-emitting diode) touch device, etc. Among them, the display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the electronic device and to display a visual user interface. The network interface may optionally include a standard wired interface, a wireless interface (such as a WI-FI interface), which is generally used to establish a communication connection between the device and other electronic devices. The communication bus is used to realize the connection communication between these components.

[0115] It should be noted that, in other embodiments, the electronic device may include fewer or more components, or combine certain components, or arrange the components differently.

[0116] The present invention further provides a computer-readable storage medium having a computer program stored thereon, which implements the above-mentioned method for determining the position of a hard point of a cabin when the program is executed by a processor.

[0117] Those skilled in the art will appreciate that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system or apparatus (e.g., a computer-based system, a system including a processor, or other system that can retrieve and execute instructions from an instruction execution system or apparatus), or in conjunction with such instruction execution systems or apparatuses. For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by an instruction execution system or apparatus, or in conjunction with such instruction execution systems or apparatuses.

[0118] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering, or processing in another suitable manner as necessary, and then stored in a computer memory.

[0119] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement the hardware: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0120] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0121] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A method for determining the position of a hard point in a cabin, characterized in that: include: Obtaining a collision finite element basic model of the vehicle and an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, wherein the multiple levels include multiple engine cabin hard points of the vehicle and the multiple factors include multiple position information; Performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models; Performing model calculations on each of the collision finite element models, and reading values ​​of target parameters in the calculation results of each of the collision finite element models, the target parameters including acceleration peak value, longitudinal beam deformation, and longitudinal beam energy absorption; Calculating a corresponding objective function value according to the target parameters of each collision finite element model, wherein the objective function is a collision safety function established according to the peak acceleration, the deformation of the longitudinal beam, and the energy absorbed by the longitudinal beam; determining a maximum value among the calculated values ​​of the objective function, and determining a hard point position of the cabin according to a collision finite element model corresponding to the maximum value; The step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes: deriving a front subframe finite element overall mesh from the collision finite element basic model; Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points; Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids; re-importing the entire mesh of each new front subframe into the collision finite element basic model to obtain a corresponding collision finite element model; The objective function is: Among them, M is the objective function, E is the longitudinal beam energy absorption, L is the longitudinal beam deformation, and A is the vehicle acceleration peak.

2. The method for determining the position of a hard point of a cabin according to claim 1, wherein: The step of transforming the front subframe overall grid to each of the determined target positions comprises: The Morph tool in the HYPERMESH software is used to transform the entire mesh of the front subframe to each of the determined target positions.

3. The method for determining the hard point position of the nacelle according to claim 1, wherein: The step of performing model calculation on each of the collision finite element models comprises: LS-DYNA software is used as a high-speed, large-deformation, material nonlinear dynamic finite element calculation solver to calculate each of the collision finite element models.

4. The method for determining the position of a hard point in the nacelle according to claim 1, wherein: There are two cabin hard points in the analysis matrix, which are two mounting points of the front subframe. The multiple factors include three pieces of position information.

5. A device for determining the position of a hard point in a cabin, characterized in that: include: an acquisition module, configured to acquire a collision finite element basic model of the vehicle and an analysis matrix, wherein the analysis matrix includes multiple levels and multiple factors, wherein the multiple levels include multiple engine compartment hard points of the vehicle and the multiple factors include multiple position information; A model transformation module, configured to perform model transformation on the collision finite element basic model according to the analysis matrix to obtain a plurality of collision finite element models; a model calculation module, configured to perform model calculations on each of the collision finite element models and read values ​​of target parameters in the calculation results of each of the collision finite element models, wherein the target parameters include peak acceleration, longitudinal beam deformation, and longitudinal beam energy absorption; an objective function calculation module, which calculates a corresponding objective function value according to the objective parameters of each collision finite element model, wherein the objective function is a collision safety function established according to the peak acceleration, the deformation of the longitudinal beam, and the energy absorbed by the longitudinal beam; a determination module, configured to determine a maximum value among the calculated values ​​of the objective function, and determine a hard point position of the nacelle according to a collision finite element model corresponding to the maximum value; The step of performing model transformation on the collision finite element basic model according to the analysis matrix to obtain multiple collision finite element models includes: deriving a front subframe finite element overall mesh from the collision finite element basic model; Performing position transformation on each cabin hard point according to the analysis matrix to obtain multiple sets of position information combinations, each set of the position information combination including position information of all the cabin hard points; Determining target positions of the front subframe overall grid according to each combination of the position information, and transforming the front subframe overall grid to each of the determined target positions to obtain a plurality of new front subframe overall grids; re-importing the entire mesh of each new front subframe into the collision finite element basic model to obtain a corresponding collision finite element model; The objective function is: Among them, M is the objective function, E is the longitudinal beam energy absorption, L is the longitudinal beam deformation, and A is the vehicle acceleration peak.

6. An electronic device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method according to any one of claims 1 to 4 when executing the computer program.

7. A computer-readable storage medium having a program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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