A side collision virtual-real fusion development method based on equivalent trolley technology

Abstract

The present application relates to the technical field of automobile safety performance development, in particular to a side collision virtual-real fusion development method based on equivalent test rig technology. The method comprises the following steps: establishing a whole vehicle collision CAE model to obtain a door inner panel intrusion waveform and dummy injury result of the simulation model; taking the door inner panel intrusion waveform obtained by the whole vehicle simulation as the input of the test rig active intrusion cylinder to build an equivalent test rig collision CAE model; comparing the dummy injury result of the test rig simulation model with the dummy injury result of the whole vehicle simulation; verifying the restraint system EP sample and performing OTS whole vehicle collision test; taking the collected key acceleration waveform as the input of the test rig collision test to optimize the restraint system parameters; and performing PPV whole vehicle collision test verification on the optimized restraint system parameters. The technical scheme can reduce the development cost of automobile safety performance, shorten the product development cycle, increase the predictability in the early stage of the project, and realize rapid and low-cost adjustment of the restraint system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile safety performance development, in particular to a side collision virtual-real fusion development method based on equivalent trolley technology. BACKGROUND

[0002] Side collision is a common traffic accident condition, in order to protect the safety of automobile passengers, vehicle regulations and rules of various countries basically contain side collision test. Therefore, it is particularly important to deeply study the automobile safety performance development method under the side collision condition in the development process of the automobile.

[0003] The restraint system as a passive safety system on the automobile, including safety belt, airbag, etc., when the collision occurs, without the driver or passenger taking any action, can automatically work, can effectively protect the safety of the passengers. All restraint systems are very important for reducing the risk of injury in the collision, therefore, in order to improve the overall safety performance of the automobile, optimizing the restraint system becomes a key link in the development of automobile safety performance.

[0004] With the development of science and technology, simulation technology has achieved certain results in the optimization of restraint system parameters, and its accuracy has been widely recognized by the industry. However, in order to ensure the correctness of the simulation results, a large number of real vehicle collision tests are still needed. In the global range, most of the tests are carried out by using the whole vehicle.

[0005] However, real vehicle collision test also faces many problems. Because there are many types of automobile parts, if real vehicle collision test is frequently used for product verification in the development stage, not only will lead to a substantial increase in development cost, but also may prolong the development cycle. In order to solve this problem, trolley collision technology emerges as the times require. Trolley collision test simulates the real vehicle collision condition by reproducing the inertia acceleration and intrusion generated by real vehicle collision. SUMMARY

[0006] The purpose of the present application is to provide a side collision virtual-real fusion development method based on equivalent trolley technology, which can reduce the development cost of automobile safety performance, shorten the product development cycle, increase the predictability of the early stage of the project, and realize rapid and low-cost adjustment of the restraint system.

[0007] To achieve the above object, in a first aspect, the disclosure provides a side collision virtual-real fusion development method based on equivalent trolley technology, comprising: establishing a whole vehicle collision CAE model to obtain a door inner panel intrusion waveform of a simulation model and a dummy injury result; taking the door inner panel intrusion waveform obtained from the whole vehicle simulation as the input of a trolley active intrusion cylinder to build an equivalent trolley collision CAE model; comparing the dummy injury result of the trolley simulation model with the dummy injury result of the whole vehicle simulation; assembling the trolley to perform a trolley collision test, verifying the EP sample of the restraint system, configuring the verified restraint system parameters to the sample vehicle, and performing an OTS whole vehicle collision test; taking the key acceleration waveform collected in the OTS whole vehicle collision test as the input of the trolley collision test to optimize the restraint system parameters; and performing a PPV whole vehicle collision test verification on the optimized restraint system parameters.

[0008] The beneficial effects of the basic scheme are as follows: the establishment of the whole vehicle collision CAE model can predict and evaluate the performance of the vehicle in the collision without manufacturing a physical sample vehicle, greatly saving the development time and cost. The simulation model can provide the door inner panel intrusion waveform in the collision process and the possible injury of the occupant (dummy) in the collision, providing an important reference for vehicle structure design and occupant protection. The use of the trolley for simulation can focus more on the local effects of the collision, which is conducive to in-depth study of the details in the collision process. By comparing the simulation results of the whole vehicle and the trolley, the effectiveness of the trolley simulation can be more accurately evaluated. By comparing the dummy injury results in the trolley and whole vehicle simulations, the accuracy of the trolley simulation model can be verified, and guidance can be provided for subsequent trolley tests. Through actual trolley tests, the prediction results of the simulation model can be further verified, and data in the actual collision process can be collected to provide actual basis for optimization of the restraint system parameters. In the trolley test, the parameters of the restraint system (such as airbags and seat belts) are continuously optimized, which helps to improve the occupant protection performance of the vehicle in the side collision. After optimization and matching verification, the best restraint system parameters can be determined. These parameters are applied to the sample vehicle, and the performance of the sample vehicle in the side collision is comprehensively evaluated through actual whole vehicle side collision tests, the optimization effect of the restraint system parameters is verified, and reliable data support is provided for the production of mass-produced vehicles.

[0009] The present application combines physical and virtual testing, and can provide sufficient and effective support in the setting of the restraint system. It can reduce costs, shorten the product development cycle, increase the predictability of the early stages of the project, and achieve rapid and low-cost adjustment of the restraint system.

[0010] As a preferred embodiment, the establishment of the whole vehicle collision CAE model comprises preliminary matching optimization and analysis of the restraint system related structures and parameters.

[0011] As an implementable preferred solution, the structure and parameters related to the restraint system are preliminarily matched, optimized and analyzed, including the following contents:

[0012] The component modules are simulated and matched; the design parameters of the door inner panel and the B-pillar inner panel are determined; the related parameters of the safety belt and the airbag are matched and optimized; the calculation results of the vehicle crash CAE model after the preliminary determination of the optimized parameters of the restraint system are output, and the calculation results include boundary conditions.

[0013] As an implementable preferred solution, a dolly crash CAE simulation model is built, including the following contents:

[0014] The whole vehicle model is simplified, and the components that have a great influence on the dummy injury value under the side column crash working condition are retained, including the crash side door side wall, the B-pillar inner panel, the B-pillar inner panel, the door inner panel, the door inner panel, the carpet, the seat, the SAB and its fixing device, the CAB and its fixing device, and the safety belt and its fixing device.

[0015] As an implementable preferred solution, the dolly crash CAE simulation model is built, and further includes the following contents:

[0016] A large slide system simulating the whole vehicle crash is established; a multi-point intrusion slide subsystem model simulating the side crash intrusion is established; the simplified whole vehicle model is fixed on the subsystem; the multi-point intrusion slide subsystem model is fixed on the large slide; and the contact between the multi-point intrusion slide subsystem and the simplified whole vehicle model is established.

[0017] As an implementable preferred solution, the large slide system simulating the whole vehicle crash is established, including the following contents:

[0018] An acceleration is applied to the large slide system, and the acceleration of the large slide The control target is:

[0019]

[0020] Wherein, is the acceleration at the driver's seat position.

[0021] As an implementable preferred solution, the multi-point intrusion slide subsystem model simulating the side column intrusion is established, including the following contents:

[0022] The positions of each intrusion cylinder are adjusted to correspond to the key parts of the dummy, and the corresponding door inner panel intrusion waveform at each position is taken as the input of each intrusion cylinder to obtain the control waveform of each intrusion cylinder:

[0023]

[0024] Wherein, Acceleration of the corresponding position on the inner plate of the door, i Corresponding superscript of different intrusion rods.

[0025] As a kind of implementable preferred scheme, according to the boundary condition and constraint system configuration parameter of side column collision trolley CAE simulation model, trolley is assembled. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 It is the logic diagram of the side collision virtual-real fusion development method based on equivalent trolley technology.

[0027] Figure 2 It is the schematic diagram of seat acceleration acquisition position.

[0028] Figure 3 It is the schematic diagram of the acceleration acquisition position of the inner plate of the door in simulated side column collision.

[0029] Figure 4 It is the schematic diagram of the acceleration acquisition position of the inner plate of the door in simulated side wall barrier collision.

[0030] Figure 5 It is the structure schematic diagram of the electronic device of the embodiment of the application. DETAILED DESCRIPTION

[0031] In order to make the technical scheme of the present application and its advantages clearer, the technical scheme of the present application will be further described in detail below with reference to the drawings. It can be understood that the specific embodiments described herein are only part of the embodiments of the present application, and are only used to explain the present application, but not to limit the present application. It should be noted that the technical features or combinations of technical features described in the following embodiments should not be considered in isolation, and they can be combined with each other to achieve better technical effects. The same reference numerals appearing in the drawings of the following embodiments represent the same features or components, which can be applied to different embodiments.

[0032] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of the present application should be the usual meaning understood by the general technical personnel in the field to which the present application belongs.

[0033] The present application will be further described in detail below with reference to the drawings:

[0034] Explanation of reference numerals: seat beam accelerometer 101 acquisition, automobile seat beam 102, seat slide rail 103, first accelerometer position 201, second accelerometer position 202, third accelerometer position 203, fourth accelerometer position 204, electronic device 500, processor 501, communication interface 502, memory 503, bus 504.

[0035] Reference Figure 1A side collision virtual-real fusion development method based on equivalent trolley technology, comprising:

[0036] Step S100, establishing a whole vehicle collision CAE model, specifically comprising:

[0037] Step S101, preliminarily matching, optimizing and analyzing the structure and parameters related to the restraint system, specifically comprising:

[0038] Step S101-1, simulating and benchmarking the component modules, including benchmarking the driver side airbag, driver side curtain airbag, seat belt, seat and steering column modules.

[0039] Step S101-2, determining the design parameters of the door inner panel, B-pillar inner panel, etc.

[0040] Step S101-3, matching and optimizing the design of the related parameters of the seat belt and airbag.

[0041] Step S101-4, outputting the calculation results of the whole vehicle collision CAE model after preliminarily determining the optimized parameters of the restraint system, providing reference and boundary conditions for the subsequent trolley collision CAE simulation model;

[0042] Step S102, obtaining the door inner panel intrusion waveform and dummy injury curve of the whole vehicle simulation model.

[0043] Step S200, building an equivalent trolley collision CAE simulation model according to the whole vehicle collision CAE model, specifically comprising:

[0044] Step S201, simplifying the whole vehicle model and retaining the components that have greater influence on the dummy injury value under the side collision condition, such as the collision side door side wall, B-pillar inner panel, B-pillar inner panel, door inner panel, door inner panel, carpet, seat, SAB and its fixing device, CAB and its fixing device, seat belt and its fixing device, etc.

[0045] Step S202, establishing a large slide system for whole vehicle collision, setting its material as a rigid body and applying an acceleration to it; the control target of the acceleration of the large slide system is:

[0046]

[0047] Wherein, is the acceleration at the driver's seat position.

[0048] Referring to Figure 2 ​The acceleration acquisition schematic diagram of the seat is shown in FIG. 1. The acceleration at the position of the driver's seat is acquired by a seat cross beam accelerometer 101. The seat cross beam accelerometer 101 is preferably installed on a seat cross beam 102 of the vehicle, and is preferably located at the center of the distance between the two seat slide rails 103.

[0049] In step S203, a multi-point intrusion slide table subsystem model simulating side intrusion is established, the material of the model is set as a rigid body, the positions of the intrusion cylinders are adjusted so that the positions of the intrusion cylinders correspond to the dummy key positions respectively, the dummy key positions include the positions of the pelvis, the abdomen and the chest, and the like, and the intrusion waveforms of the corresponding door inner panel at the positions are taken as the inputs of the intrusion cylinders.

[0050] The control waveforms of the intrusion cylinders are obtained as follows:

[0051]

[0052] wherein, is the acceleration of the corresponding position on the door inner panel, i is the corresponding superscript of different intrusion rods.

[0053] Referring to Figure 3 , Figure 3 The acceleration acquisition position (first accelerometer position 201, second accelerometer position 202, and third accelerometer position 203) of the door inner panel in the simulation of side pole collision is shown in FIG. 2.

[0054] In step S204, a multi-point intrusion slide table subsystem model simulating side barrier collision intrusion is established for the side barrier (AC-MDB, SC-MDB, AE-MDB, etc.) collision condition, the positions of the intrusion cylinders are adjusted so that the positions of the intrusion cylinders correspond to the dummy key positions respectively, the dummy key positions include the positions of the pelvis, the abdomen, the chest, the thigh, and the like, and the intrusion waveforms of the corresponding door inner panel at the positions are taken as the inputs of the intrusion cylinders. The control waveforms of the intrusion cylinders are obtained as follows:

[0055]

[0056] wherein, is the acceleration of the corresponding position on the door inner panel, i is the corresponding superscript of different intrusion rods, and the intrusion rods are preferably 4-6 in number.

[0057] Referring to Figure 4 , Figure 4 The acceleration acquisition position (first accelerometer position 201, second accelerometer position 202, third accelerometer position 203, and fourth accelerometer position 204) of the door inner panel in the simulation of side barrier collision is shown in FIG. 3.

[0058] Step S205, fix the simplified whole vehicle model on the subsystem, select appropriate connection points, and fix the inner door panel on the subsystem support plate through the CONSTRAINED_EXTRA_NODES keyword.

[0059] Step S206, fix the multi-point intrusion slide table subsystem model on the large slide table through the CONSTRAINED_RIGID_BODIES keyword.

[0060] Step S207, establish the contact equivalence between the multi-point intrusion slide table subsystem and the simplified whole vehicle model through the CONTACT_AUTOMATIC_SURFACE_TO_SURFACE keyword, so as to perform further calculation and analysis.

[0061] Step S208, continuously optimize the dolly crash CAE simulation model, specifically including:

[0062] Step S208-1, adjust the parameters including the connection between the subsystem and the vehicle body components, relative position, input parameters of the subsystem intrusion cylinder, installation of the subsystem on the large slide table, installation and relative movement of the seat in the whole system, and the like, with the dummy injury curve calculated by the whole vehicle crash CAE model as the target.

[0063] Step S208-2, continuously optimize so that the root mean square error between the dummy injury curve obtained by the dolly crash CAE simulation model and the key dummy injury curve obtained by the whole vehicle crash is less than 15%, and the dummy injury curve includes the injury curves of the head, chest, abdomen and pelvis of the dummy.

[0064] Step S300, benchmark the dolly CAE simulation model and the whole vehicle CAE simulation model, compare the door inner panel intrusion amount and the dummy injury curve, if the error is controlled within 15%, then proceed to the next step, otherwise continue to adjust the dolly simulation model and benchmark with the whole vehicle simulation result.

[0065] Step S400, perform a side crash dolly simulation test, specifically including:

[0066] Step S401, build an assembled test dolly according to the boundary conditions and constraint system configuration parameters of the side crash dolly CAE simulation model.

[0067] Step S402, establish a side crash slide table test matrix to verify the constraint system EP sample.

[0068] Step S403, configure the verified constraint system product into the sample vehicle, and perform an OTS (Off Tooling Sample) whole vehicle crash test.

[0069] Step S404, the key acceleration waveform collected by the OTS whole vehicle crash test is taken as the input of the sled crash test, and the restraint system parameters are optimized through the sled crash test, mainly including optimizing the pre-tightening start time and pre-tightening force of the safety belt, the start time and force limit level of the force limiter, the point explosion time of the driver side airbag, the air hole size, the airbag folding mode, etc.

[0070] Step S500, the optimized restraint system parameters are verified by PPV (Pre-Production Validation) whole vehicle crash test.

[0071] The embodiment of the present disclosure also provides a side crash virtual-real fusion development system based on the equivalent sled technology, which uses all the steps of the side crash virtual-real fusion development method based on the equivalent sled technology in the above embodiment.

[0072] The embodiment of the present disclosure also provides a storage medium, which stores a computer program, and the computer program can implement all the steps of the side crash virtual-real fusion development method based on the equivalent sled technology in the above embodiment when executed by a processor.

[0073] Those skilled in the art can understand that all or part of the processes of the side crash virtual-real fusion development method based on the equivalent sled technology can be completed by a computer program instructing related hardware, and the program can be stored in a non-volatile computer readable storage medium. When the program is executed, it can include the processes of each embodiment of the side crash virtual-real fusion development method based on the equivalent sled technology. Any reference to memory, storage, database or other medium used in each embodiment provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0074] The embodiment of the present application further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the side collision virtual-real fusion development method based on the equivalent trolley technology in any of the above embodiments when executing the program. In the embodiment of the present application, the processor is the control center of the computer system, and can be the processor of a physical machine or the processor of a virtual machine.

[0075] With reference to Figure 5 The electronic device 500 comprises at least one processor 501, at least one communication interface 502, at least one memory 503, and at least one bus 504. The bus 504 is used to realize the connection communication between the components, the communication interface 502 is used to communicate with other node devices, and the memory 503 stores machine readable instructions executable by the processor 501. When the electronic device 500 is running, the processor 501 communicates with the memory 503 through the bus 504, and the machine readable instructions are executed by the processor 501 when called to perform the steps of the side collision virtual-real fusion development method based on the equivalent trolley technology in any of the above embodiments.

[0076] The above is only an embodiment of the present application, and the common knowledge of specific structures and characteristics in the scheme is not described in detail. The person skilled in the art knows all the ordinary technical knowledge in the field of the present application before the application date or the priority date, can know all the prior art in the field, and has the ability to apply conventional experimental means before the date. The person skilled in the art can improve and implement the present scheme based on the disclosure given in the present application, and the typical known structure or known method should not be an obstacle for the person skilled in the art to implement the present application. It should be noted that, for those skilled in the art, without departing from the structure of the present application, a number of modifications and improvements can be made, which should be regarded as the protection scope of the present application. The protection scope of the present application should be subject to the content of its claims, and the specific implementation mode in the specification can be used to explain the content of the claims.

Claims

1. A side impact virtual-real fusion development method based on equivalent trolley technology, characterized in that: Comprise: Establish the whole vehicle crash CAE model, get the simulation model of the door inner plate intrusion waveform and the dummy injury result; The whole vehicle simulation of the door inner plate intrusion waveform as the input of the bench active invasion cylinder, build the equivalent bench crash CAE model; The dummy injury result of the bench simulation model is compared with the dummy injury result of the whole vehicle simulation; Assemble the bench, carry out the bench crash test, verify the restraint system EP sample, configure the verified restraint system parameters to the sample vehicle, and carry out the OTS whole vehicle crash test; The key acceleration waveform collected in the OTS whole vehicle crash test is used as the input of the bench crash test, and the restraint system parameters are optimized through the bench crash test; The optimized restraint system parameters are verified by PPV whole vehicle crash test; Build a bench crash CAE simulation model, which includes the following contents: Establish a large slide system to simulate whole vehicle crash; Establish a multi-point intrusion slide subsystem model to simulate side impact intrusion; Fix the simplified whole vehicle model on the subsystem; Fix the multi-point intrusion slide subsystem model on the large slide; Establish the contact between the multi-point intrusion slide subsystem and the simplified whole vehicle model; Establish a large slide system to simulate whole vehicle crash, including the following contents: applying an acceleration to the large slide system, the acceleration of the large slide the control target is wherein, is the acceleration at the driver's seat position; Establish a multi-point intrusion slide subsystem model to simulate side column intrusion, including the following contents: Adjust the position of each intrusion cylinder to correspond to the key parts of the dummy, and input the corresponding door inner plate intrusion waveform at each position to obtain the control waveform of each intrusion cylinder: wherein is the acceleration of the corresponding position on the inner door panel, i is the different intrusion bar corresponding superscript.

2. The virtual-real fusion development method based on equivalent trolley technology for side impact according to claim 1, characterized in that: Establish a whole vehicle crash CAE model, including preliminary matching optimization and analysis of the related structures and parameters of the restraint system.

3. The virtual-real fusion development method based on equivalent trolley technology for side impact according to claim 2, characterized in that: Preliminary matching optimization and analysis of the related structures and parameters of the restraint system, including the following contents: Simulate and benchmark the component modules; Determine the design parameters of the door inner panel and B-pillar inner panel; Match and optimize the design of safety belt and airbag related parameters; Output the calculation results of the whole vehicle crash CAE model after preliminary determination of the restraint system optimization parameters, including boundary conditions.

4. The virtual-real fusion development method for side impact based on equivalent trolley technology according to claim 1, characterized in that: Build a bench crash CAE simulation model, including the following contents: Simplify the whole vehicle model, keep the components that have a great impact on the dummy injury value under side column crash conditions, including the crash side door side wall, B-pillar inner plate, B-pillar inner panel, door inner plate, door inner panel, carpet, seat, SAB and its fixing device, CAB and its fixing device, safety belt and its fixing device.

5. The virtual-real fusion development method based on equivalent trolley technology for side impact according to claim 1, characterized in that: Assemble the bench according to the boundary conditions and restraint system configuration parameters of the side column crash bench CAE simulation model.

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