Vehicle cab structure optimization method, device, equipment and storage medium

Abstract

The present application relates to the field of automobile technology, and discloses a vehicle cab structure optimization method, device, equipment and storage medium. The present application constructs a cab finite element model according to the cab component information of the vehicle to be optimized, then simulates and verifies the cab finite element model, obtains a verification result, and when the verification result is verified, optimizes the cab structure of the vehicle to be optimized according to the sensitivity analysis result and the transfer path analysis result corresponding to the cab finite element model. The present application simulates and verifies the cab finite element model, and when the verification result is verified, it indicates that the cab finite element model meets the requirements of the new standard. Then, according to the sensitivity analysis result and the transfer path analysis result corresponding to the cab finite element model, the cab structure of the vehicle to be optimized is optimized, which can effectively optimize the cab structure to make the cab structure of the vehicle to be optimized meet the new version of the automobile collision standard.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, apparatus, device, and storage medium for optimizing the structure of a vehicle cab. Background Technology

[0002] Commercial vehicles are widely used in the transportation industry due to their advantages such as long transport distance, large load capacity, and low fuel consumption. However, due to their structural dimensions and high inertia, traffic collisions can pose serious life-threatening risks to drivers and passengers. Statistics show that frontal collisions and rollovers are the most common causes of injury and death in commercial vehicle accidents. The main reason for these injuries and deaths is the poor structural strength of the cab. Under impact and compression, the cab structure collapses, failing to provide sufficient survival space for the occupants. More importantly, many commercial vehicles in China are cab-overhead trucks, lacking sufficient energy-absorbing space, making them more vulnerable to injury during collisions. The new national standard GB 26512-2021, "Commercial Vehicle Cab Occupant Protection," was jointly released by the State Administration for Market Regulation and the Standardization Administration of China. This new standard sets higher requirements for the safety performance of commercial vehicle cabs in my country. Therefore, optimizing the cab structure to meet the new automotive collision standards has become an urgent problem to be solved.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a method, apparatus, device, and storage medium for optimizing the structure of a vehicle cab, aiming to solve the technical problem of optimizing the cab structure to meet the new version of the automotive crash test standards.

[0005] To achieve the above objectives, the present invention provides a method for optimizing the structure of a vehicle cab, the method comprising the following steps:

[0006] A finite element model of the cab is constructed based on the cab component information of the vehicle to be optimized;

[0007] The finite element model of the driver's cab was simulated and verified to obtain the verification results;

[0008] When the verification result is successful, the cab structure of the vehicle to be optimized is optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model.

[0009] Optionally, the step of performing simulation verification on the finite element model of the cab and obtaining verification results specifically includes:

[0010] A collision test was conducted on the frontal A-pillar of the finite element model of the driver's cab to obtain the distance between a preset test object and a preset component on the driver's seat.

[0011] The top strength of the cab finite element model was tested to obtain the maximum contact force corresponding to the cab.

[0012] The simulation verification results are generated based on the distance and the maximum contact force.

[0013] Optionally, the step of conducting a collision test on the frontal A-pillar of the finite element model of the driver's cab to obtain the distance between a preset test object and a preset component on the driver's seat specifically includes:

[0014] After the driver's seat is adjusted to a preset position, the first target position of the preset test object on the driver's seat is determined according to the preset position;

[0015] When the preset test object is in the first target position, the frame and cab suspension in the cab finite element model are fixedly connected in a first preset direction.

[0016] After the fixed connection is completed, a collision test is conducted on the front A-pillar of the finite element model of the cab using a first preset impactor to obtain the distance between the preset test object and the preset component.

[0017] Optionally, the step of testing the top strength of the finite element model of the cab to obtain the maximum contact force corresponding to the cab specifically includes:

[0018] After the driver's seat is adjusted to a preset position, the second target position of the preset test object on the driver's seat is determined according to the preset position;

[0019] When the preset test object is in the second target position, the frame and cab suspension in the cab finite element model are fixedly connected in a second preset direction.

[0020] After the fixed connection is completed, a collision test is conducted on the top of the vehicle in the finite element model of the cab using a second preset impactor to obtain the maximum contact force corresponding to the cab.

[0021] Optionally, the step of generating the simulation verification result based on the distance and the maximum contact force specifically includes:

[0022] When the distance meets the preset distance condition, the A-pillar collision test is deemed successful;

[0023] When the maximum contact force is greater than or equal to a preset threshold and the top of the vehicle does not come into contact with the top of the preset test object, the top strength test is deemed successful.

[0024] Alternatively, the top strength test is deemed successful when the maximum contact force is greater than the maximum load on the front axle of the vehicle and the top of the vehicle does not contact the top of the preset test object.

[0025] When both the A-pillar collision test and the top strength test are successful, the simulation verification result is "verification passed".

[0026] Optionally, the sensitivity analysis results include: side component sensitivity and top component sensitivity, and the transmission path analysis results include: side pressure path analysis results and top pressure path analysis results;

[0027] The step of optimizing the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transfer path analysis results corresponding to the cab finite element model when the verification result is a pass specifically includes:

[0028] When the verification result is that the verification is passed, the sensitivity of the side component corresponding to the side component and the sensitivity of the top component corresponding to the top component in the finite element model of the cab are obtained;

[0029] Obtain the side pressure path analysis results and the top pressure path analysis results from the finite element model of the cab;

[0030] The cab structure of the vehicle to be optimized is optimized based on the sensitivity of the side components, the sensitivity of the top components, the side pressure path analysis results, and the top pressure path analysis results.

[0031] Optionally, the step of optimizing the cab structure of the vehicle to be optimized based on the sensitivity of the side components, the sensitivity of the top components, the side pressure path analysis results, and the top pressure path analysis results specifically includes:

[0032] Sort all the sensitivities of the side component sensitivity to obtain the side sensitivity ranking result;

[0033] The cab structure following the side pressure path analysis results is optimized based on the side sensitivity ranking results.

[0034] Sort all the sensitivities of the top component sensitivity to obtain the top sensitivity ranking result;

[0035] The cab structure is optimized based on the top sensitivity ranking results and the top pressure path analysis results.

[0036] Furthermore, to achieve the above objectives, the present invention also provides a vehicle cab structure optimization device, the vehicle cab structure optimization device comprising:

[0037] The model building module is used to build a finite element model of the cab based on the cab component information of the vehicle to be optimized;

[0038] The simulation verification module is used to perform simulation verification on the finite element model of the cab and obtain the verification results.

[0039] The structural optimization module is used to optimize the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model when the verification result is successful.

[0040] Furthermore, to achieve the above objectives, the present invention also proposes a vehicle cab structure optimization device, which includes: a memory, a processor, and a vehicle cab structure optimization program stored in the memory and executable on the processor. The vehicle cab structure optimization program is configured to implement the steps of the vehicle cab structure optimization method described above.

[0041] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a vehicle cab structure optimization program, wherein when the vehicle cab structure optimization program is executed by a processor, it implements the steps of the vehicle cab structure optimization method described above.

[0042] This invention constructs a finite element model of the driver's cab based on the component information of the vehicle to be optimized, then performs simulation verification on the finite element model to obtain verification results. When the verification result is satisfactory, the driver's cab structure of the vehicle to be optimized is further optimized based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model. This invention, by performing simulation verification on the finite element model of the driver's cab, indicates that the finite element model of the driver's cab meets the requirements of the new standard. Then, by optimizing the driver's cab structure of the vehicle to be optimized based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model, it can effectively optimize the driver's cab structure to ensure that the driver's cab structure of the vehicle to be optimized meets the new automotive crash standards. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the structure of the vehicle cab structure optimization device in the hardware operating environment involved in the embodiments of the present invention;

[0044] Figure 2 This is a flowchart illustrating the first embodiment of the vehicle cab structure optimization method of the present invention;

[0045] Figure 3 This is a flowchart illustrating the second embodiment of the vehicle cab structure optimization method of the present invention;

[0046] Figure 4 This is a flowchart illustrating the third embodiment of the vehicle cab structure optimization method of the present invention;

[0047] Figure 5 This is a structural block diagram of the first embodiment of the vehicle cab structure optimization device of the present invention.

[0048] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0049] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0050] Reference Figure 1 , Figure 1 This is a schematic diagram of the vehicle cab structure optimization equipment for the hardware operating environment involved in the embodiments of the present invention.

[0051] like Figure 1 As shown, the vehicle cab structure optimization device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0052] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the vehicle cab structure optimization equipment and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0053] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle cab structure optimization program.

[0054] exist Figure 1 In the vehicle cab structure optimization device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the vehicle cab structure optimization device of the present invention can be set in the vehicle cab structure optimization device, and the vehicle cab structure optimization device calls the vehicle cab structure optimization program stored in the memory 1005 through the processor 1001 and executes the vehicle cab structure optimization method provided in the embodiment of the present invention.

[0055] Based on the aforementioned vehicle cab structure optimization equipment, this invention provides a method for optimizing a vehicle cab structure, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the vehicle cab structure optimization method of the present invention.

[0056] In this embodiment, the vehicle cab structure optimization method includes the following steps:

[0057] Step S10: Construct a finite element model of the cab based on the cab component information of the vehicle to be optimized;

[0058] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer or personal computer, or an electronic device or vehicle cab structure optimization device capable of performing the above functions. The following description uses the vehicle cab structure optimization device as an example to illustrate this embodiment and the subsequent embodiments.

[0059] Understandably, cab component information refers to information on all components that make up the cab, specifically including: left and right doors, side panels, front panel, windshield, rear panel, floor, center console, and steering mechanism, etc.

[0060] It should be understood that the cab finite element model refers to a simulation model composed of information about the cab components. Specifically, this information can be input into the Ls-Dyna module of the Hypermesh software to construct the model. Testing the cab finite element model is equivalent to testing the actual vehicle.

[0061] Step S20: Perform simulation verification on the finite element model of the driver's cab and obtain the verification results;

[0062] Understandably, simulation verification of the finite element model of the driver's cab involves conducting a crash test on the finite element model of the driver's cab to verify whether the finite element model of the driver's cab meets the new crash requirements. If the requirements are met, the verification result is "verification passed"; if the requirements are not met, the verification result is "verification failed".

[0063] Step S30: When the verification result is successful, optimize the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model.

[0064] It should be noted that the sensitivity analysis results are obtained by analyzing the sensitivity of various cab components in the finite element model of the cab. The higher the sensitivity, the more likely the component is to be at risk; the lower the sensitivity, the less likely the component is to be at risk.

[0065] It should be understood that the energy transfer path analysis results refer to the energy transfer path in the collision area when a collision occurs in the driver's cab. The energy transfer path can be determined based on the energy transfer path analysis results.

[0066] In a specific implementation, this embodiment can optimize the cab structure of the vehicle to be optimized based on the sensitivity analysis results and the transmission path analysis results. The specific optimization method can be to optimize the components that pass through the transmission path analysis results, and then obtain the sensitivity analysis results corresponding to the components. The components with high sensitivity can be strengthened by thickening or replacing them with more robust materials, while the components with low sensitivity can be weakened by thinning or replacing them with more flexible materials.

[0067] This embodiment constructs a finite element model of the driver's cab based on the component information of the vehicle to be optimized. Then, it performs simulation verification on the finite element model to obtain verification results. When the verification result is satisfactory, the driver's cab structure of the vehicle to be optimized is further optimized based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model. This embodiment, by performing simulation verification on the finite element model and obtaining a satisfactory verification result, indicates that the finite element model meets the requirements of the new standard. Furthermore, by optimizing the driver's cab structure based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model, the embodiment effectively optimizes the driver's cab structure to ensure it meets the new automotive crash standards.

[0068] refer to Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the vehicle cab structure optimization method of the present invention.

[0069] Based on the first embodiment described above, in this embodiment, step S20 includes:

[0070] Step S201: Conduct a collision test on the front A-pillar of the finite element model of the driver's cab to obtain the distance between the preset test object and the preset component on the driver's seat;

[0071] It should be noted that the A-pillar is located between the engine compartment and the passenger compartment. In addition to connecting the roof and the body, the A-pillar has another important function: in the event of a frontal collision, it protects the passenger compartment from deformation and prevents the wheels, suspension, and other components from intruding into the passenger compartment, thus avoiding secondary injuries to the occupants.

[0072] Understandably, the pre-set test object refers to a test object placed on the driver's seat, such as a dummy, which can simulate a human body undergoing a frontal A-pillar collision test in the driver's seat.

[0073] In a practical implementation, the distance between the preset test object and the preset component on the driver's seat may include the distance between the preset test object and the steering column, steering wheel, and dashboard.

[0074] Furthermore, in order to conduct a frontal A-pillar collision test, in this embodiment, step S201 includes: after the driver's seat is adjusted to a preset position, determining a first target position of a preset test object on the driver's seat according to the preset position; when the preset test object is in the first target position, controlling the frame and the cab suspension in the cab finite element model to be fixedly connected in a first preset direction; after the fixed connection, conducting a collision test on the frontal A-pillar in the cab finite element model using a first preset impactor to obtain the distance between the preset test object and the preset component.

[0075] It should be noted that the preset position refers to the position where the driver's seat needs to be adjusted in advance. In this embodiment, the preset position can be set to the last and lowest position that the driver's seat can be adjusted to.

[0076] Understandably, in this embodiment, the first target position of the preset test object on the driver's seat can be determined according to the preset position. When the driver's seat is adjusted to the last and lowest position, this position can be taken as the R point corresponding to the driver's seat. Then, the H point corresponding to the preset test object is made to coincide with the R point. The H point refers to the connection point between the human torso and the thigh of the preset test object. The first target position is the position where the H point of the preset test object coincides with the H point of the driver's seat.

[0077] It should be understood that when the driver's seat is adjusted to the preset position and the preset test object is adjusted to the first target position, the frame and the cab suspension in the cab finite element model can be fixedly connected in the first preset direction. The first preset direction refers to the direction of the suspension set in advance, which may include directions such as up, down, left, right, front, and back. This embodiment does not make specific limitations on this.

[0078] In the specific implementation, after the fixed connection, i.e., the constrained direction, a collision test is conducted on the front A-pillar of the finite element model of the cab using a first preset impactor. The first preset impactor is a pre-set impactor, specifically a cylindrical rigid body barrier with a mass of 1000 kg, a length of 2500 mm, and a diameter of 600 mm for simulated collision testing. Other impactors with different masses, lengths, diameters, and shapes can also be used; this embodiment does not impose specific limitations on this. After conducting the collision test on the front A-pillar of the finite element model of the cab, the distance between the preset test object and preset components can be obtained, specifically including the distance between the preset test object and the steering column, steering wheel, and dashboard.

[0079] Step S202: Conduct a test on the top strength of the finite element model of the cab to obtain the maximum contact force corresponding to the cab;

[0080] Understandably, top strength refers to the strength of the vehicle top during a collision. After testing the top strength in the finite element model of the cab, the maximum contact force corresponding to the cab can be obtained. The maximum contact force refers to the maximum contact force between the vehicle top and the impacting object when a collision occurs on the vehicle top.

[0081] Furthermore, in order to conduct a collision test on the vehicle roof, in this embodiment, step S202 includes: after the driver's seat is adjusted to a preset position, determining a second target position of a preset test object on the driver's seat according to the preset position; when the preset test object is in the second target position, controlling the frame and the cab suspension in the cab finite element model to be fixedly connected in a second preset direction; after the fixed connection, conducting a collision test on the vehicle roof in the cab finite element model through a second preset impactor to obtain the maximum contact force corresponding to the cab.

[0082] Understandably, in this embodiment, the second target position of the preset test object on the driver's seat can be determined according to the preset position. When the driver's seat is adjusted to the last and lowest position, this position can be taken as the R point corresponding to the driver's seat. Then, the H point corresponding to the preset test object is made to coincide with the R point. The H point refers to the connection point between the human torso and the thigh of the preset test object. Then, the preset test object and the driver's seat are placed at the test H point. The test H point refers to the lowest middle position corresponding to the driver's seat. The second target position is the test H point. The thigh of the preset test object is rotated 20 degrees outward.

[0083] It should be understood that when the driver's seat is adjusted to the preset position and the preset test object is adjusted to the first target position, the frame and the cab suspension in the cab finite element model can be fixedly connected in the second preset direction. The second preset direction refers to the direction of the suspension set in advance, which may include directions such as up, down, left, right, front, and back. This embodiment does not make specific limitations on this.

[0084] In the specific implementation, after the fixed connection, i.e., the constraint direction, a collision test is conducted on the vehicle roof in the finite element model of the cab using a second preset impactor. The second preset impactor is a pre-set impactor. The collision test of the vehicle roof can specifically include two stages: side dynamic loading and top quasi-static loading. The second preset impactor can include a side impactor and a top impactor. The mass of the side impactor can be set to 1500 kg, the length to 2083 mm, and the width to 1852 mm, impacting at a 20-degree angle to the longitudinal center plane of the cab. The top impactor can be set to a length to 2054 mm and a width to 2445 mm, covering the entire vehicle roof. The top impactor applies a static load in the Z-direction. At this time, the curve between contact force and time can be output, thereby obtaining the maximum contact force.

[0085] Step S203: Generate the simulation verification results based on the distance and the maximum contact force.

[0086] It should be understood that this embodiment can generate the simulation verification result based on both distance and maximum contact force. Specifically, the verification result is "verification passed" when both distance and maximum contact force meet the preset conditions.

[0087] Furthermore, in order to obtain accurate verification results, in this embodiment, step S203 includes: determining that the A-pillar collision test is successful when the distance meets the preset distance condition; determining that the top strength test is successful when the maximum contact force is greater than or equal to a preset threshold and the top of the vehicle does not contact the top of the preset test object; or, determining that the top strength test is successful when the maximum contact force is greater than the maximum load of the vehicle's front axle and the top of the vehicle does not contact the top of the preset test object; when both the A-pillar collision test and the top strength test are successful, the verification result of the simulation verification is verification passed.

[0088] Understandably, the preset distance condition refers to the distance condition set in advance. Specifically, it can limit the distance between the preset test object and the steering column, steering wheel, and dashboard. In this embodiment, the preset distance condition can be set to be that the distance between the preset test object and the steering column, steering wheel, and dashboard is greater than 0. This means that when the preset test object does not contact the steering column, steering wheel, and dashboard, it indicates that the cab suspension system has not broken, and the A-pillar collision test is deemed successful.

[0089] It should be understood that the preset threshold is a pre-set threshold, which can be set to 98 kN, 99 kN, etc., and this embodiment does not impose specific limitations on it. The top strength test is deemed successful when the maximum contact force is greater than or equal to the preset threshold and the vehicle top does not contact the top of the preset test object at the moment corresponding to the maximum contact force. Alternatively, the top strength test is deemed successful when the maximum contact force is greater than the maximum load on the vehicle's front axle and the vehicle top does not contact the top of the preset test object at the moment corresponding to the maximum contact force.

[0090] In practice, when both the A-pillar collision test and the top strength test are successful, the simulation verification result is "verification passed".

[0091] This embodiment conducts a collision test on the frontal A-pillar of the finite element model of the driver's cab to obtain the distance between a preset test object and a preset component on the driver's seat. Then, it tests the top strength of the finite element model of the driver's cab to obtain the maximum contact force corresponding to the cab. Finally, it generates simulation verification results based on the distance and the maximum contact force. This embodiment can determine whether the simulation verification has passed by combining the results of the frontal A-pillar collision test and the top strength test results, thus obtaining more accurate simulation verification results.

[0092] refer to Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the vehicle cab structure optimization method of the present invention.

[0093] Based on the above embodiments, in this embodiment, step S30 includes:

[0094] Step S301: When the verification result is successful, obtain the sensitivity of the side component corresponding to the side component and the sensitivity of the top component corresponding to the top component in the finite element model of the cab;

[0095] It is understood that the side components in this embodiment may include the rear end connection structure of the longitudinal beam, the rear support plate of the side wall, the side wall connection structure, the upper crossbeam of the rear wall, the rear connection plate of the longitudinal beam of the top cover, the longitudinal beam, the side wall door frame, the rear corner connection plate of the rear wall, the longitudinal beam of the top cover, the longitudinal beam, the side wall door frame, the rear corner connection plate, the upper outer plate of the side wall, the outer plate of the side wall, the rear connection plate, the floor, the rear longitudinal beam of the top cover, the upper inner plate of the side wall, the upper outer plate of the rear wall, the rear outer plate of the top cover, the lower reinforcing plate of the rear wall, the rear floor connection plate of the rear wall, the inner support plate of the side wall, the middle inner plate of the top cover, etc., and may also include other components, which are not specifically limited in this embodiment. For each type of side component, the corresponding side component sensitivity can be obtained by using a side pendulum.

[0096] It should be understood that the top components in this embodiment may include a roof frame, a rear outer panel of the roof, a middle inner panel of the roof, a rear support plate for the side enclosure, a front outer panel of the roof, an upper plate of the front crossbeam of the roof, a middle plate of the upper outer panel of the rear enclosure, a rear longitudinal beam of the roof, a side connecting plate of the front section of the roof, a rear connecting plate of the longitudinal beam of the roof, a front support plate of the side enclosure, a front connecting beam of the roof, an outer panel of the side enclosure, an upper side beam, a side door frame, an outer panel of the rear enclosure, a lower plate of the front crossbeam of the roof, an inner side panel of the rear enclosure, a corner connecting plate of the rear enclosure, etc., and may also include other components, which are not specifically limited in this embodiment. For each type of top component, the corresponding sensitivity of the top component can be obtained by top pressure.

[0097] Step S302: Obtain the side pressure path analysis results and the top pressure path analysis results in the finite element model of the cab;

[0098] Understandably, when a collision occurs in the cab, the energy from the collision zone is transferred to the non-collision zone through reasonable deformation of materials and structure, thereby achieving the effect of energy absorption and increasing the buffer area of ​​the vehicle body.

[0099] It should be understood that the side impact path analysis result refers to the force transmission path obtained when a collision occurs on the side of the cab, that is, through which components the force is transmitted. The side impact path analysis result refers to the force transmission path obtained when the top of the cab receives pressure.

[0100] Step S303: Optimize the cab structure of the vehicle to be optimized based on the sensitivity of the side components, the sensitivity of the top components, the side pressure path analysis results, and the top pressure path analysis results.

[0101] It is understood that this embodiment can optimize the side structure in the cab structure based on the side component sensitivity and side pressure path analysis results, and optimize the top structure in the cab structure of the vehicle to be optimized based on the top component sensitivity and top pressure path analysis results.

[0102] Furthermore, in order to accurately optimize the cab structure, in this embodiment, step S303 includes: sorting all the sensitivities of the side component sensitivities to obtain a side sensitivity sorting result; optimizing the cab structure based on the side sensitivity sorting result after passing through the side pressure path analysis result; sorting all the sensitivities of the top component sensitivities to obtain a top sensitivity sorting result; and optimizing the cab structure based on the top sensitivity sorting result after passing through the top pressure path analysis result.

[0103] It should be understood that all sensitivities in the side component sensitivity ranking can be sorted, either from smallest to largest or largest to smallest, to obtain a side sensitivity ranking result. Then, based on the side pressure path analysis results, all components passed through by the side pressure are identified. Components with higher sensitivity are then reinforced, perhaps by thickening them or replacing them with more robust materials, while components with lower sensitivity are weakened, perhaps by thinning them or replacing them with more flexible materials. "Higher" can include components with the highest, second-highest, and third-highest sensitivity, etc., while "lower" can include components with the lowest, second-lowest, and third-lowest sensitivity, etc.

[0104] Understandably, all sensitivities in the top component can be sorted, either from smallest to largest or largest to smallest, to obtain a ranking of lateral sensitivities. Then, based on the top pressure path analysis, all components traversed by the top pressure are identified. Components with higher sensitivity are then reinforced—perhaps by thickening them or replacing them with more robust materials—while components with lower sensitivity are weakened—perhaps by thinning them or replacing them with more flexible materials. "Largest" can include components with the highest, second-highest, and third-highest sensitivity, etc., while "lowest" can include components with the lowest, second-lowest, and third-lowest sensitivity, etc.

[0105] In practice, after optimizing the cab structure and the corresponding finite element model of the cab, the improved model can be further simulated and verified. Physical tests can be conducted on the cab, and the simulation results can be compared with the test results to prove that the optimized cab meets the safety requirements of the new national standard.

[0106] In this embodiment, when the verification result is passed, the sensitivity of the side components corresponding to the side components and the sensitivity of the top components corresponding to the top components in the finite element model of the cab are obtained. Then, the side impact path analysis results and top impact path analysis results in the finite element model of the cab are obtained. Finally, the cab structure of the vehicle to be optimized is optimized based on the side component sensitivity, top component sensitivity, side impact path analysis results, and top impact path analysis results. This embodiment optimizes the cab structure of the vehicle to be optimized based on the side component sensitivity, top component sensitivity, side impact path analysis results, and top impact path analysis results, effectively optimizing the cab structure to ensure that the cab structure of the vehicle to be optimized meets the new automotive crash standards.

[0107] Reference Figure 5 , Figure 5 This is a structural block diagram of the first embodiment of the vehicle cab structure optimization device of the present invention.

[0108] like Figure 5 As shown, the vehicle cab structure optimization device proposed in this embodiment of the invention includes:

[0109] Model building module 10 is used to build a finite element model of the cab based on the cab component information of the vehicle to be optimized;

[0110] Simulation verification module 20 is used to perform simulation verification on the finite element model of the cab and obtain verification results;

[0111] The structural optimization module 30 is used to optimize the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model when the verification result is a pass.

[0112] This embodiment constructs a finite element model of the driver's cab based on the component information of the vehicle to be optimized. Then, it performs simulation verification on the finite element model to obtain verification results. When the verification result is satisfactory, the driver's cab structure of the vehicle to be optimized is further optimized based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model. This embodiment, by performing simulation verification on the finite element model and obtaining a satisfactory verification result, indicates that the finite element model meets the requirements of the new standard. Furthermore, by optimizing the driver's cab structure based on the sensitivity analysis and transfer path analysis results corresponding to the finite element model, the embodiment effectively optimizes the driver's cab structure to ensure it meets the new automotive crash standards.

[0113] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0114] In addition, for technical details not described in detail in this embodiment, please refer to the vehicle cab structure optimization method provided in any embodiment of the present invention, which will not be repeated here.

[0115] Based on the first embodiment of the vehicle cab structure optimization device of the present invention, a second embodiment of the vehicle cab structure optimization device of the present invention is proposed.

[0116] In this embodiment, the simulation verification module 20 is further used to conduct a collision test on the front A-pillar of the finite element model of the cab to obtain the distance between the preset test object and the preset component on the driver's seat; to conduct a test on the top strength of the finite element model of the cab to obtain the maximum contact force corresponding to the cab; and to generate the verification result of the simulation verification based on the distance and the maximum contact force.

[0117] Furthermore, the simulation verification module 20 is also used to determine the first target position of the preset test object on the driver's seat according to the preset position after the driver's seat is adjusted to the preset position; when the preset test object is in the first target position, control the frame and the driver's cab suspension in the finite element model of the cab to be fixedly connected in a first preset direction; after the fixed connection, conduct a collision test on the front A-pillar in the finite element model of the cab through a first preset impactor to obtain the distance between the preset test object and the preset component.

[0118] Furthermore, the simulation verification module 20 is also used to determine the second target position of the preset test object on the driver's seat according to the preset position after the driver's seat is adjusted to the preset position; when the preset test object is in the second target position, control the frame and the driver's cab suspension in the driver's cab finite element model to be fixedly connected in a second preset direction; after the fixed connection, conduct a collision test on the vehicle top in the driver's cab finite element model through a second preset impactor to obtain the maximum contact force corresponding to the driver's cab.

[0119] Furthermore, the simulation verification module 20 is also used to determine that the A-pillar collision test is successful when the distance meets the preset distance condition; to determine that the top strength test is successful when the maximum contact force is greater than or equal to a preset threshold and the top of the vehicle does not contact the top of the preset test object; or, to determine that the top strength test is successful when the maximum contact force is greater than the maximum load of the vehicle's front axle and the top of the vehicle does not contact the top of the preset test object; when both the A-pillar collision test and the top strength test are successful, the verification result of the simulation verification is verification passed.

[0120] Furthermore, the sensitivity analysis results include: side component sensitivity and top component sensitivity; the transmission path analysis results include: side pressure path analysis results and top pressure path analysis results; the structure optimization module 30 is also used to, when the verification result is a pass, obtain the side component sensitivity corresponding to the side component and the top component sensitivity corresponding to the top component in the cab finite element model; obtain the side pressure path analysis results and the top pressure path analysis results in the cab finite element model; and optimize the cab structure of the vehicle to be optimized based on the side component sensitivity, the top component sensitivity, the side pressure path analysis results, and the top pressure path analysis results.

[0121] Furthermore, the structure optimization module 30 is also used to sort all the sensitivities of the side component sensitivities to obtain a side sensitivity sorting result; optimize the cab structure based on the side sensitivity sorting result after passing through the side pressure path analysis result; sort all the sensitivities of the top component sensitivities to obtain a top sensitivity sorting result; and optimize the cab structure based on the top sensitivity sorting result after passing through the top pressure path analysis result.

[0122] Other embodiments or specific implementations of the vehicle cab structure optimization device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.

[0123] Furthermore, this embodiment of the invention also proposes a storage medium storing a vehicle cab structure optimization program, which, when executed by a processor, implements the steps of the vehicle cab structure optimization method described above.

[0124] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0125] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0126] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0127] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for optimizing the structure of a vehicle cab, characterized in that, The vehicle cab structure optimization method includes the following steps: A finite element model of the cab is constructed based on the cab component information of the vehicle to be optimized; The finite element model of the driver's cab was simulated and verified to obtain the verification results; When the verification result is successful, the cab structure of the vehicle to be optimized is optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model. The sensitivity analysis results include: side component sensitivity and top component sensitivity, and the transmission path analysis results include: side pressure path analysis results and top pressure path analysis results. The steps of simulating and verifying the finite element model of the cab and obtaining the verification results specifically include: A collision test was conducted on the frontal A-pillar of the finite element model of the driver's cab to obtain the distance between a preset test object and a preset component on the driver's seat. After the driver's seat is adjusted to a preset position, the second target position of the preset test object on the driver's seat is determined according to the preset position; When the preset test object is in the second target position, the frame and cab suspension in the cab finite element model are fixedly connected in a second preset direction. After the fixed connection is completed, a collision test is conducted on the vehicle top in the finite element model of the cab using a second preset impactor to obtain the maximum contact force corresponding to the cab. The simulation verification results are generated based on the distance and the maximum contact force. The step of optimizing the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the finite element model of the cab specifically includes: Sort all the sensitivities of the side component sensitivity to obtain the side sensitivity ranking result; The cab structure following the side pressure path analysis results is optimized based on the side sensitivity ranking results. Sort all the sensitivities of the top component sensitivity to obtain the top sensitivity ranking result; The cab structure is optimized based on the top sensitivity ranking results and the top pressure path analysis results.

2. The vehicle cab structure optimization method as described in claim 1, characterized in that, The step of conducting a collision test on the frontal A-pillar of the finite element model of the driver's cab to obtain the distance between a preset test object and a preset component on the driver's seat specifically includes: After the driver's seat is adjusted to a preset position, the first target position of the preset test object on the driver's seat is determined according to the preset position; When the preset test object is in the first target position, the frame and cab suspension in the cab finite element model are fixedly connected in a first preset direction. After the fixed connection is completed, a collision test is conducted on the front A-pillar of the finite element model of the cab using a first preset impactor to obtain the distance between the preset test object and the preset component.

3. The vehicle cab structure optimization method as described in claim 1, characterized in that, The step of generating the simulation verification result based on the distance and the maximum contact force specifically includes: When the distance meets the preset distance condition, the A-pillar collision test is deemed successful; When the maximum contact force is greater than or equal to a preset threshold and the top of the vehicle does not come into contact with the top of the preset test object, the top strength test is deemed successful. Alternatively, the top strength test is deemed successful when the maximum contact force is greater than the maximum load on the front axle of the vehicle and the top of the vehicle does not contact the top of the preset test object. When both the A-pillar collision test and the top strength test are successful, the simulation verification result is "verification passed".

4. A vehicle cab structure optimization device, characterized in that, The vehicle cab structure optimization device includes: The model building module is used to build a finite element model of the cab based on the cab component information of the vehicle to be optimized; The simulation verification module is used to perform simulation verification on the finite element model of the cab and obtain the verification results. The structural optimization module is used to optimize the cab structure of the vehicle to be optimized based on the sensitivity analysis results and transmission path analysis results corresponding to the cab finite element model when the verification result is successful. The sensitivity analysis results include: side component sensitivity and top component sensitivity, and the transmission path analysis results include: side pressure path analysis results and top pressure path analysis results. The simulation verification module is further configured to conduct a collision test on the frontal A-pillar of the cab finite element model to obtain the distance between a preset test object and a preset component on the driver's seat; after the driver's seat is adjusted to a preset position, a second target position of the preset test object on the driver's seat is determined based on the preset position; when the preset test object is in the second target position, the frame and cab suspension in the cab finite element model are fixedly connected according to a second preset direction; after the fixed connection, a collision test is conducted on the vehicle top in the cab finite element model using a second preset impactor to obtain the maximum contact force corresponding to the cab; and the simulation verification results are generated based on the distance and the maximum contact force. The structure optimization module is further configured to sort all the sensitivities of the side component sensitivities to obtain a side sensitivity sorting result; optimize the cab structure based on the side sensitivity sorting result and the side pressure path analysis result; sort all the sensitivities of the top component sensitivities to obtain a top sensitivity sorting result; and optimize the cab structure based on the top sensitivity sorting result and the top pressure path analysis result.

5. A vehicle cab structure optimization device, characterized in that, The device includes: a memory, a processor, and a vehicle cab structure optimization program stored in the memory and executable on the processor, the vehicle cab structure optimization program being configured to implement the steps of the vehicle cab structure optimization method as described in any one of claims 1 to 3.

6. A storage medium, characterized in that, The storage medium stores a vehicle cab structure optimization program, which, when executed by a processor, implements the steps of the vehicle cab structure optimization method as described in any one of claims 1 to 3.

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