A prediction method for key parameters of side pole impact sled test using CAE inversion

Abstract

The present application relates to the field of automobile collision safety technology, in particular to a prediction method of key parameters of side pole impact sled test using CAE inversion, comprising the following steps: establishing a side pole impact sled finite element model; establishing a restraint system collision analysis finite element model, including a finite element dummy and automobile collision key components, and connecting the automobile collision key components; based on the side pole impact sled finite element model and the restraint system analysis finite element model, establishing a passenger injury analysis model under the side pole impact condition; optimizing the passenger injury analysis model by using a DOE method to obtain an optimized passenger injury analysis model; and predicting the key parameters in the side pole impact sled test by using the optimized passenger injury analysis model. The technical scheme can predict the key parameters of the side pole impact sled, and can guide the setting of equipment input parameters, connection with automobile body components, relative position and other information in the construction process of the side pole impact sled.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile collision safety, in particular to a prediction method for key parameters of a CAE inverse side column impact sled test. BACKGROUND

[0002] Traffic accident statistics show that frontal collision and side collision are the two most common collision modes, and the mortality rate of side collision is higher than that of frontal collision. When a passenger car is hit from the side, there are few side energy absorption components, and the structure deforms more, directly pressing the survival space of the occupant, resulting in a higher mortality rate of the occupant in side impact. Side column impact is a special form of side impact, and the contact area is small during the impact, and the deformation of the side ring body is large. And because of the high intrusion, the occupant is more likely to collide with the inner door panel, b-pillar and other parts during the impact, endangering the safety of the occupant.

[0003] Since 2009, Euro-NCAP (European New Car Assessment Programme) has made real vehicle side pole collision a mandatory test item. The whole vehicle side column impact test is expensive, which brings great pressure to automobile manufacturers, and enterprises can only choose to use CAE method for pre-research, which greatly reduces the accuracy and effect of the test. The sled test is an effective method to reduce costs, and now there are related side column impact intrusion devices developed, but the input parameters of the device, the connection with the vehicle body parts and the relative position are unclear, and further comprehensive exploration of the related key information is urgently needed to guide the construction of the side column impact sled. SUMMARY

[0004] The purpose of the present application is to provide a prediction method for key parameters of a CAE inverse side column impact sled test, which can predict the key parameters of the side column impact sled and guide the setting of the input parameters of the device, the connection with the vehicle body parts and the relative position during the construction of the side column impact sled.

[0005] To achieve the above purpose, the present application provides a prediction method for key parameters of a CAE inverse side column impact sled test, which comprises: establishing a side column impact sled finite element model; establishing a constraint system collision analysis finite element model, including a finite element dummy and automobile collision key components, and connecting the automobile collision key components; based on the side column impact sled finite element model and the constraint system analysis finite element model, establishing an occupant injury analysis model under the side column impact condition; optimizing the occupant injury analysis model by using the DOE method to obtain an occupant injury analysis optimization model; and predicting the key parameters in the side column impact sled test by using the occupant injury analysis optimization model.

[0006] The beneficial effects of the basic scheme: by establishing a side column impact sled finite element model and a restraint system impact analysis finite element model, the movement of the vehicle during the side impact and the interaction between the occupant and the vehicle components can be accurately simulated. By constructing a large sled model, establishing a multi-point intrusion subsystem model, and connecting key components, the accuracy and authenticity of the simulation are ensured, helping designers understand the interaction of each component and system during the impact. The model of this scheme includes a finite element model and key components of vehicle impact, which can more comprehensively and realistically evaluate the damage of the occupant in the side impact, including the stress and damage of key parts such as the head, shoulder, rib, abdomen, and pelvis.

[0007] Using the occupant injury analysis model, the occupant injury in the side column impact condition is analyzed in detail, which can quickly identify potential dangerous areas and parts prone to injury during the design stage, guide the improvement of vehicle safety functions, and help improve the crash safety of the vehicle and reduce the injury of the occupant in the actual impact. By optimizing the occupant injury analysis model through the DOE method, the optimal design parameters that affect the occupant injury can be found more efficiently, thereby reducing the injury of the occupant in the impact, improving the safety performance of the vehicle, and also shortening the development cycle and saving research and development costs.

[0008] As a preferred embodiment, the establishment of the side column impact sled finite element model includes constructing a large sled model and establishing a multi-point intrusion subsystem model.

[0009] As a preferred embodiment, the establishment of the multi-point intrusion subsystem model includes:

[0010] Grid division is performed on the CAD model of the multi-point intrusion subsystem; kinematic pairs of the multi-point intrusion subsystem are established, including rotational pairs and translational pairs; the multi-point intrusion subsystem model is assigned with corresponding material properties.

[0011] As a preferred embodiment, the finite element dummy is WorldSID50 th The dummy is placed on the seat and its posture is adjusted; the key components of vehicle impact include the driver's side front door of the vehicle, the driver's side front door trim, the seat of the vehicle, the carpet, the B-pillar inner panel, the B-pillar trim, the side airbag, the side curtain, and the seat belt; and the finite element dummy is in contact with the key components of vehicle impact.

[0012] As a preferred embodiment, the establishment of the restraint system impact analysis finite element model includes:

[0013] Car crash key components are meshed by finite element; the dummy pre-presses the seat and the carpet, eliminating the penetration between the dummy and the car seat and the carpet; the side airbag and the side curtain are fixed in the corresponding position, and the contact with the dummy and the car parts is established; the safety belt is fixed, the path is defined, the seat and the dummy are matched, and the relevant parameters are set.

[0014] As an implementable preferred solution, an occupant injury analysis model under a side pole crash condition is established, comprising:

[0015] The driver side front door inner panel and the driver side front door inner panel of the car are connected, and the door inner panel is connected to the support plate of the multi-point intrusion subsystem; the B-pillar inner panel and the B-pillar inner panel are connected, and the B-pillar inner panel is connected to the support plate of the multi-point intrusion subsystem; the car seat and the carpet are connected to the large slide; each intrusion cylinder of the multi-point intrusion subsystem is given an acceleration waveform, which is obtained from the acceleration of the corresponding position of the door inner panel in the whole vehicle side pole crash simulation; the large slide is given an acceleration waveform, which is the acceleration of the corresponding position below the seat obtained from the whole vehicle side pole crash simulation.

[0016] As an implementable preferred solution, corresponding positions are selected on the door inner panel and the B-pillar inner panel and numbered, and the number of numbers is determined according to the actual situation. Each position number has two variables, when it needs to be connected with the support plate, it is defined as 1, and when it does not need to be connected with the support plate, it is defined as 0.

[0017] As an implementable preferred solution, the occupant injury analysis model is optimized by the DOE method, including the following contents:

[0018] The occupant injury analysis model is calculated, and the three-dimensional acceleration of the dummy head, the Y-direction force of the shoulder, the compression amount of the upper, middle and lower ribs of the dummy, the compression amount of the dummy abdomen, and the three-dimensional acceleration of the dummy pelvis are output;

[0019] The synthetic acceleration of the dummy head and the synthetic acceleration of the pelvis are calculated, and the formula is as follows:

[0020]

[0021] In the formula, represents the synthetic acceleration of the head or the pelvis, , , represents the three-dimensional acceleration of the dummy head or the pelvis;

[0022] The root mean square error of the pole crash slide simulation and the whole vehicle simulation is calculated E ( λ ), the formula is as follows:

[0023]

[0024] In the formula, I is represent the first i sampled dummy head three-directional acceleration, dummy shoulder Y-directional force, dummy upper middle lower three-rib compression, dummy abdominal compression, dummy pelvic three-directional acceleration, slide CAE simulation data, I ic represent the dummy head three-directional acceleration, dummy shoulder Y-directional force, dummy upper middle lower three-rib compression, dummy abdominal compression, dummy pelvic three-directional acceleration, whole vehicle CAE simulation data; n is the sampling number;

[0025] determines whether the root mean square E λ E min is established, and if so, outputs the occupant injury analysis optimization model.

[0026] As an implementable preferred solution, if E λ E min is not established, the large slide input waveform of the occupant injury analysis model, the intrusion cylinder input waveform, the connection and relative position of the subsystem and the large slide, the corresponding position of the subsystem and the dummy, the connection of the door inner plate and the support plate, and the connection of the B column inner plate and the support plate are adjusted, and the occupant injury analysis model under the side column impact condition is re-established.

[0027] As an implementable preferred solution, the DOE method selects the sampling Hamersley method to sample, obtains the output response corresponding to each sample parameter, constructs an approximate proxy model, and performs multi-objective optimization. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a logic diagram of a prediction method for using CAE to reverse the key parameters of a side column impact slide test.

[0029] Figure 2 is a DOE optimization process diagram of an occupant injury analysis model in a prediction method for using CAE to reverse the key parameters of a side column impact slide test.

[0030] Figure 3 is a structural diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0031] ​​​​In order to make the technical solutions of the present application and the advantages thereof clearer, the technical solutions of the present application will be further described in detail below in conjunction with the accompanying drawings. It can be understood that the specific embodiments described herein are only partial 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 described in the following embodiments or the combination of technical features should not be considered in isolation, and they can be combined with each other to achieve better technical effects. In the accompanying drawings of the following embodiments, the same reference numerals 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 have the usual meanings understood by those skilled in the art to which the present application belongs.

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

[0034] Explanation of reference numerals: electronic device 500, processor 501, communication interface 502, memory 503, bus 504.

[0035] Referring to Figure 1 A prediction method for inverting key parameters of a side pole impact sled test using CAE, comprising:

[0036] Step S100, establishing a side pole impact sled finite element model, the specific steps comprising:

[0037] Step S101, constructing a large sled model to simulate the movement of the vehicle during the impact process.

[0038] Step S102, establishing a multi-point intrusion subsystem model, specifically comprising:

[0039] Step S102-1, meshing the CAD model of the multi-point intrusion subsystem.

[0040] Step S102-2, establishing the kinematic pairs of the multi-point intrusion subsystem, including rotational pairs and translational pairs.

[0041] Step S102-3, assigning corresponding material properties to the multi-point intrusion subsystem model.

[0042] Step S200, establishing a constraint system impact analysis finite element model, including WorldSID50 th Finite element dummy, driver side front door and key components of vehicle collision, and connecting between components, specifically comprising:

[0043] Step S201, finite element meshing is performed on the key components of the vehicle collision, including the driver side front door inner panel, the interior panel, the seat, the carpet, the B-pillar inner panel, and the interior panel. It is ensured that the meshing of all models is fine enough to ensure the accuracy of the simulation.

[0044] Step S202, WorldSID50 th The finite element dummy pre-presses the seat and the carpet to eliminate the penetration between the dummy and the vehicle seat and the carpet.

[0045] Step S203, the side airbag and the side curtain are fixed in the corresponding position, and the contact with the dummy and the vehicle components is established.

[0046] Step S204, the safety belt is fixed, the path is defined, the seat and the dummy are matched and fitted, and the related parameters are set.

[0047] Step S300, an occupant injury analysis model under the side column impact condition is established, which specifically includes:

[0048] Step S301, component connection, including:

[0049] Step S301-1, the driver side front door inner panel of the vehicle and the driver side front door interior panel are connected, and the door inner panel is connected to the support plate of the multi-point intrusion subsystem.

[0050] Step S301-2, the B-pillar inner panel and the B-pillar interior panel are connected, and the B-pillar inner panel is connected to the support plate of the multi-point intrusion subsystem.

[0051] Select the corresponding positions on the door inner panel and the B-pillar inner panel and number them. The number is determined according to the actual situation. Each position number has two variables. When it needs to be connected to the support plate, it is defined as 1, and when it does not need to be connected to the support plate, it is defined as 0.

[0052] Step S301-3, the vehicle seat and the carpet are connected to the large slide.

[0053] Step S302, acceleration waveform is given, including:

[0054] Step S302-1, an acceleration waveform is given to the large slide, which is the acceleration at the corresponding position below the seat obtained from the whole vehicle side column impact simulation.

[0055] Step S302-2, an acceleration waveform is given to each intrusion cylinder of the multi-point intrusion subsystem, which uses the acceleration at the corresponding position of the door interior panel obtained from the whole vehicle side column impact simulation.

[0056] Step S400, refer to Figure 2The occupant injury analysis model was optimized using the Design of Experiments (DOE) method, resulting in an optimized occupant injury analysis model. First, given a certain range of input parameters, Hammersley sampling was used to collect data points within the parameter value range; the number of sampling points depended on the number of variables. The responses corresponding to each sample condition were obtained, and based on these responses, a mathematical n-dimensional response surface was established. Specifically, this included:

[0057] Step S401: Calculate the occupant injury analysis model and output the three-dimensional acceleration of the dummy's head, the Y-axis force of the shoulder, the compression of the upper, middle and lower ribs of the dummy, the compression of the abdomen of the dummy, and the three-dimensional acceleration of the dummy's pelvis.

[0058] Step S402: Calculate the combined acceleration of the dummy's head and pelvis using the following formula:

[0059]

[0060] In the formula, This indicates the combined acceleration of the head or pelvis. , , This indicates the triaxial acceleration of the dummy's head or pelvis;

[0061] Step S403: Calculate the root mean square error of the pole-to-slide simulation and the whole vehicle simulation. E ( λ The formula is as follows:

[0062]

[0063] In the formula, I is Representing the i CAE simulation data of the following parameters were collected from the sampled samples: triaxial acceleration of the dummy's head, Y-axis force of the dummy's shoulders, compression of the upper, middle, and lower ribs, compression of the dummy's abdomen, and triaxial acceleration of the dummy's pelvis. I ic The vehicle CAE simulation data represents the three-dimensional acceleration of the dummy's head, the Y-axis force of the dummy's shoulders, the compression of the dummy's upper, middle and lower ribs, the compression of the dummy's abdomen, and the three-dimensional acceleration of the dummy's pelvis. n The number of samples.

[0064] Step S404, determine the root mean square. E ( λ )< E min If the condition is met, output the occupant injury analysis optimization model; otherwise, continue with the subsequent steps.

[0065] Step S405, adjust the large slide input waveform of the occupant injury analysis model, the intrusion cylinder input waveform, the connection and relative position of the subsystem and the large slide, the corresponding position of the subsystem and the dummy, the connection of the door inner plate and the support plate, the connection of the B column inner plate and the support plate, etc., and return to step S300.

[0066] The corresponding position of the subsystem and the dummy, the adjustment range is that the axis of the intrusion column and the axis of the rigid column in the whole vehicle simulation is less than 150 mm in the XY plane, and the height position of each intrusion cylinder center axis corresponds to the key parts of the dummy (dummy shoulder, chest, abdomen, pelvis, etc.), and the height adjustment range is not more than 200 mm.

[0067] The input waveform of the large slide is the acceleration waveform of the lower end of the non-impact side B column in the whole vehicle side column collision, and the waveform can be scaled by 0.6-1 times.

[0068] The input waveform of the intrusion column is the acceleration waveform of the corresponding dummy key injury part on the door inner plate in the impact side in the whole vehicle side column collision, and the waveform can be scaled by 0.6-1 times.

[0069] Step S500, use the occupant injury analysis optimization model to predict the key parameters in the side column collision slide test.

[0070] The embodiment of the disclosure also provides a prediction system for using CAE to reverse the key parameters of the side column collision slide test, which uses the above-mentioned prediction method for using CAE to reverse the key parameters of the side column collision slide test.

[0071] The embodiment of the disclosure also provides a storage medium, and the storage medium stores a computer program, and when the computer program is executed by a processor, all steps of the above-mentioned prediction method for using CAE to reverse the key parameters of the side column collision slide test can be realized.

[0072] Those skilled in the art can understand that all or part of the process of implementing the prediction method of using CAE to inverse the key parameters of the side column impact sled test can be completed by instructing the relevant hardware through a computer program. The program can be stored in a non-volatile computer readable storage medium, and when the program is executed, the process of each embodiment of the prediction method of using CAE to inverse the key parameters of the side column impact sled test can be included. Wherein, 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.

[0073] The embodiments of the present application also provide an electronic device, which includes a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the above-mentioned prediction method of using CAE to inverse the key parameters of the side column impact sled test are implemented. In the embodiments of the present application, the processor is the control center of the computer system, which can be the processor of a physical machine or the processor of a virtual machine.

[0074] Reference Figure 3 The electronic device 500 includes at least one processor 501, at least one communication interface 502, at least one memory 503 and at least one bus 504. Wherein, 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 runs, 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. The steps of the above-mentioned prediction method of using CAE to inverse the key parameters of the side column impact sled test are implemented.

[0075] The above is only an embodiment of the present application, and common knowledge of specific structures and properties in the scheme is not described in detail, and the ordinary skilled person 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 that date, and the ordinary skilled person in the art can improve and implement the present scheme under the guidance of the present application, and some typical known structures or known methods should not be an obstacle for the ordinary skilled person in the art to implement the present application. It should be pointed out 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 also be considered as the protection scope of the present application, which will not affect the effect and practicality of the patent. The protection scope of the present application should be subject to the content of its claims, and the specific implementation mode and the like in the specification can be used to explain the content of the claims.

Claims

1. A method for predicting key parameters of a side pole impact sled test using CAE inverse, characterized in that: The method comprises the following steps: A side pole impact sled finite element model is established, including constructing a large sled model and establishing a multi-point intrusion subsystem model; The multi-point intrusion subsystem model is established, including: The CAD model of the multi-point intrusion subsystem is meshed; the kinematic pairs of the multi-point intrusion subsystem are established, including rotary pairs and translational pairs; the multi-point intrusion subsystem model is given corresponding material properties; A restraint system collision analysis finite element model is established, including the finite element dummy and the key components of the vehicle in collision; the connections between the key components of the vehicle in collision are completed; based on the side pole impact sled finite element model and the restraint system analysis finite element model, an occupant injury analysis model under the side pole impact condition is established; The finite element dummy is WorldSID50 th The dummy is placed on the seat and adjusted in posture; the automobile crash key components include an automobile driver side front door, a driver side front door inner panel, an automobile seat, a carpet, a B column inner panel, a B column inner panel, a side air bag, a side air curtain, a safety belt; and the finite element dummy is established in contact with the automobile crash key components; The DOE method is used to optimize the occupant injury analysis model, including the following contents: The occupant injury analysis model is calculated, and the three-directional acceleration of the dummy head, the Y-direction force of the shoulder, the compression amount of the upper, middle and lower ribs of the dummy, the compression amount of the abdomen of the dummy, and the three-directional acceleration of the pelvis of the dummy are outputted; The combined acceleration of the dummy head and the combined acceleration of the pelvis are calculated, and the formulas are as follows: wherein the resultant acceleration of the head or pelvis, , , the three-dimensional acceleration of the dummy head or pelvis; Root mean square error of the simulation of the column impact sled and the simulation of the full vehicle E The DOE method selects the sampling Hamersley method for sampling, obtains the output response corresponding to each sample parameter, constructs an approximate proxy model, and performs multi-objective optimization; , as follows:​ In the formula, I is represent the first i the sled CAE simulation data of dummy head three-dimensional acceleration, dummy shoulder Y force, dummy upper middle and lower three ribs compression, dummy abdominal compression, dummy pelvic three-dimensional acceleration, I ic represent the whole vehicle CAE simulation data of dummy head three-dimensional acceleration, dummy shoulder Y force, dummy upper middle and lower three ribs compression, dummy abdominal compression, dummy pelvic three-dimensional acceleration; n is the sampling number; Judging root mean square E ( An occupant injury analysis optimization model is obtained; the key parameters in the side pole impact sled test are predicted by using the occupant injury analysis optimization model. )< E min is established, if yes, output the passenger injury analysis optimization model; If E ( The restraint system collision analysis finite element model is established, including: )< E min is not established, the input waveform of the large slide of the occupant injury analysis model, the input waveform of the intrusion cylinder, the connection and relative position of the subsystem and the large slide, the corresponding position of the subsystem and the dummy, the connection of the inner panel and the support panel of the door, the connection of the inner panel and the support panel of the B column, are adjusted, and the occupant injury analysis model under the side column impact working condition is re-established. The key components of the vehicle in collision are meshed; the finite element dummy is pre-pressed on the seat and the carpet to eliminate the penetration between the dummy and the seat and the carpet; the side airbag and the side curtain are fixed in the corresponding positions and the contact with the dummy and the vehicle components is established; the safety belt is fixed, the path is defined, the seat and the dummy are matched, and the related parameters are set. The occupant injury analysis model under the side pole impact condition is established, including:

2. The method of claim 1, wherein the method is characterized by: The driver side front door inner panel and the driver side front door inner trim panel are connected, and the door inner panel is connected to the support plate of the multi-point intrusion subsystem; the B-pillar inner panel and the B-pillar inner trim panel are connected, and the B-pillar inner panel is connected to the support plate of the multi-point intrusion subsystem; the seat and the carpet of the vehicle are connected to the large sled; each intrusion cylinder of the multi-point intrusion subsystem is given an acceleration waveform, which is obtained from the corresponding position of the door trim panel in the vehicle side pole impact simulation; the large sled is given an acceleration waveform, which is obtained from the corresponding position below the seat in the vehicle side pole impact simulation. The corresponding positions on the door inner panel and the B-pillar inner panel are selected and numbered, and the number of the positions is determined according to the actual situation; each position number has two variables, when it needs to be connected with the support plate, it is defined as 1, and when it does not need to be connected with the support plate, it is defined as 0.

3. The method of claim 1, wherein the method is characterized by: ​ ​ 4. The method of claim 3, wherein the method is characterized by: ​

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