Automobile door sill reinforcement beam optimization method and equipment

Abstract

The present application is applicable to the field of automobile threshold optimization technology, and in particular to an automobile threshold reinforcement beam optimization method and device. The method obtains information reflecting the stress condition on the automobile threshold reinforcement beam by performing collision simulation on the automobile threshold reinforcement beam model; divides the automobile threshold reinforcement beam into multiple beam sections according to the stress condition information, and obtains stress analysis data of each beam section; obtains preset structural information of the automobile threshold reinforcement beam; obtains beam section optimization information of each beam section according to the stress analysis data and preset structural information of each beam section; and determines the collection of beam section optimization information of each beam section as the optimization result information of the automobile threshold reinforcement beam. The method can optimize in sections to remove unnecessary materials, reduce the amount of materials used, achieve lightweight design, reduce production costs, and optimize according to the load and stress it bears, improve the strength and rigidity of the overall structure, and ensure the safety of passengers.

Description

Technical Field

[0001] The present application belongs to the technical field of automobile door sill optimization, and in particular, relates to an optimization method and device for an automobile door sill reinforcement beam. Background Art

[0002] The automobile door sill is an important part of the automobile safety structure, used to provide support and protection in side collisions or rollover accidents to reduce injuries to occupants in the car.

[0003] In the design and manufacturing process of automobile door sills, it is necessary to optimize the automobile door sill reinforcement beam so that the automobile door sills can meet the requirements of low weight and high strength at the same time. In the prior art, automobile door sills are often designed to have a uniform structure, but in actual use, the forces on various parts of the automobile door sills are different, and the strength required for each part is also different. Therefore, a uniform structure cannot meet the requirements of low weight and high strength at the same time, and it is necessary to optimize the structure. Summary of the invention

[0004] The embodiments of the present application provide a method and device for optimizing an automobile rocker reinforcement beam, which can solve the technical problem that a structurally uniform automobile rocker reinforcement beam cannot meet the requirements of both low weight and high strength when different parts are subjected to different forces.

[0005] In a first aspect, an embodiment of the present application provides a method for optimizing a vehicle door sill reinforcement beam, comprising:

[0006] Performing a collision simulation on a vehicle threshold reinforcement beam model to obtain force information; wherein the force information is used to reflect the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam;

[0007] According to the force information, the automobile sill reinforcement beam is divided into a plurality of beam sections, and force analysis data of each beam section is obtained; wherein the beam section represents a collection of all cross sections with the same force direction and force magnitude; the force analysis data is used to reflect the force magnitude and force direction of any cross section on the beam section;

[0008] Acquiring preset structural information of the automobile door sill reinforcement beam;

[0009] Obtaining beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information;

[0010] A collection of the beam section optimization information of each of the beam sections is determined as the optimization result information of the automobile rocker reinforcement beam.

[0011] The above technical solutions in the embodiments of the present application have at least the following technical effects:

[0012] By performing collision simulation on the automobile threshold reinforcement beam model, the stress information reflecting the stress direction and magnitude of each part on the automobile threshold reinforcement beam is obtained; according to the stress information, the automobile threshold reinforcement beam is divided into a plurality of beam sections for representing a collection of cross sections with the same stress direction and magnitude, and the stress analysis data of each beam section for reflecting the magnitude and direction of the stress of any cross section on the beam section is obtained; the preset structural information of the automobile threshold reinforcement beam is obtained; according to the stress analysis data and preset structural information of each beam section, the beam section optimization information of each beam section is obtained; the collection of beam section optimization information of each beam section is determined as the optimization result information of the automobile threshold reinforcement beam. The method can divide the automobile threshold reinforcement beam into a plurality of beam sections according to the stress conditions, analyze and optimize each beam section respectively, and then determine the collection of the optimization information of the plurality of beam sections as the optimization result information of the automobile threshold reinforcement beam. The segmented optimization can remove unnecessary materials, realize lightweight design, reduce the use of materials, and reduce production costs. The customized design can be performed according to the specific loads and stresses it bears, which can improve the strength and rigidity of the overall structure and ensure the safety of passengers.

[0013] In a possible implementation of the first aspect, performing a collision simulation on a vehicle door sill reinforcement beam model to obtain force information includes:

[0014] Acquiring automobile collision information; wherein the automobile collision information is used to reflect the angle and force of the collision of the automobile threshold reinforcement beam;

[0015] According to the automobile collision information, a collision simulation is performed on the automobile door sill reinforcement beam model to obtain simulation result information;

[0016] The simulation result information is analyzed to obtain the force condition information.

[0017] In a possible implementation of the first aspect, dividing the automobile rocker reinforcement beam into a plurality of beam sections according to the force condition information, and obtaining force analysis data of each of the beam sections includes:

[0018] Acquire multiple cross-sectional information; wherein the cross-sectional information is used to reflect the positions of multiple cross-sections taken along the length direction of the automobile rocker reinforcement beam on the automobile rocker reinforcement beam;

[0019] According to the cross-section information and the force condition information, force analysis is performed on the multiple cross-sections to obtain force magnitude data and force direction data of each cross-section;

[0020] Setting the multiple cross sections with the same force magnitude data and force direction data as one beam section;

[0021] Obtaining length range data according to the plurality of cross-sectional information of the beam segment;

[0022] The length range data, the force magnitude data and the force direction data of the beam section are determined as the force analysis data of the beam section.

[0023] In a possible implementation manner of the first aspect, the obtaining of preset structural information of the vehicle door sill reinforcement beam includes:

[0024] Acquire a cross-sectional image of the automobile door sill reinforcement beam;

[0025] The preset structural information of the vehicle rocker reinforcement beam is obtained according to the cross-sectional image; wherein the preset structural information includes preset crossbeam thickness data and preset longitudinal beam thickness data.

[0026] In a possible implementation manner of the first aspect, obtaining the beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information includes:

[0027] Obtaining material information of the automobile door sill reinforcement beam;

[0028] Obtaining beam section strength data according to the material information and the preset structure information;

[0029] The beam section optimization information is obtained according to the force analysis data and the beam section strength data.

[0030] In a possible implementation manner of the first aspect, obtaining beam section strength data according to the material information and the preset structure information includes:

[0031] Obtaining preset crossbeam strength data according to the material information and the preset crossbeam thickness data;

[0032] Obtaining preset longitudinal beam strength data according to the material information and the preset longitudinal beam thickness data;

[0033] The preset cross beam strength data and the preset longitudinal beam strength data are determined as the beam section strength data.

[0034] In a possible implementation manner of the first aspect, obtaining beam section optimization information according to the force analysis data and the beam section strength data includes:

[0035] According to the force analysis data, the transverse force data and the longitudinal force data of the beam section are obtained;

[0036] Calculating the ratio of the preset beam strength data to the lateral force data to obtain beam strength deviation ratio data;

[0037] Calculating the ratio of the preset longitudinal beam strength data to the longitudinal force data to obtain longitudinal beam strength deviation ratio data;

[0038] The beam section optimization information is obtained according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data.

[0039] In a possible implementation manner of the first aspect, obtaining beam section optimization information according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data includes:

[0040] Obtaining optimized crossbeam thickness data according to the crossbeam strength deviation ratio data and the preset crossbeam thickness data;

[0041] According to the longitudinal beam strength deviation ratio data and the preset longitudinal beam thickness data, the optimized longitudinal beam thickness data is obtained;

[0042] The optimized cross beam thickness data and the optimized longitudinal beam thickness data are determined as the beam section optimization information.

[0043] In a possible implementation manner of the first aspect, the method further includes:

[0044] Obtaining weight data of the vehicle door sill reinforcement beam according to the preset structure information and the material information;

[0045] Obtaining optimized weight data of the vehicle sill reinforcement beam according to the plurality of beam section optimization information and the material information;

[0046] The step of determining the set of the beam section optimization information of each beam section as the optimization result information of the automobile door sill reinforcement beam comprises:

[0047] In the case where the weight data after optimization is greater than or equal to the weight data, determining a set of the beam section optimization information of each of the beam sections as the optimization result information of the automobile rocker reinforcement beam; or

[0048] When the optimized weight data is less than the weight data, obtaining optimization intention information; wherein the optimization intention information is used to reflect the optimization requirements of the automobile rocker reinforcement beam;

[0049] According to the optimization intention information, the material reuse ratio data is obtained;

[0050] Obtaining re-optimized cross-beam thickness data and re-optimized longitudinal beam thickness data according to the material reuse ratio data, the weight data, the optimized weight data, the optimized cross-beam thickness data and the optimized longitudinal beam thickness data;

[0051] The re-optimized cross beam thickness data and the re-optimized longitudinal beam thickness data are determined as re-optimization result information.

[0052] In a second aspect, an embodiment of the present application provides an automobile door sill reinforcement beam optimization system, comprising:

[0053] A first acquisition unit is used to perform a collision simulation on the vehicle threshold reinforcement beam model to obtain force information; wherein the force information is used to reflect the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam;

[0054] A distinguishing unit, used for dividing the automobile sill reinforcement beam into a plurality of beam sections according to the force condition information, and obtaining force analysis data of each beam section; wherein the beam section represents a collection of all cross sections with the same force direction and force magnitude; the force analysis data is used for reflecting the force magnitude and force direction of any cross section on the beam section;

[0055] A second acquisition unit, used to acquire preset structural information of the vehicle door sill reinforcement beam;

[0056] A third acquisition unit, configured to obtain beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information;

[0057] The determination unit is used to determine the set of the beam section optimization information of each of the beam sections as the optimization result information of the automobile rocker reinforcement beam.

[0058] In a third aspect, an embodiment of the present application provides an automobile rocker reinforcement beam optimization device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the method described in any one of the first aspects above.

[0059] In a fourth aspect, an embodiment of the present application provides a computer program product. When the computer program product runs on an automobile rocker reinforcement beam optimization device, the automobile rocker reinforcement beam optimization device enables the automobile rocker reinforcement beam optimization device to execute the automobile rocker reinforcement beam optimization method described in any one of the above-mentioned first aspects.

[0060] It can be understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0062] Figure 1 It is a schematic flow chart of a method for optimizing a vehicle door sill reinforcement beam provided in one embodiment of the present application;

[0063] Figure 2 It is a schematic diagram of the implementation process of steps S100 and S200 in the automobile door sill reinforcement beam optimization method provided in one embodiment of the present application;

[0064] Figure 3 It is a schematic diagram of the implementation process of step S300 in the vehicle door sill reinforcement beam optimization method provided in one embodiment of the present application;

[0065] Figure 4 It is a schematic diagram of the implementation process of step S400 in the vehicle door sill reinforcement beam optimization method provided in one embodiment of the present application;

[0066] Figure 5 It is a schematic diagram of the implementation process of step S500 in the vehicle door sill reinforcement beam optimization method provided in one embodiment of the present application;

[0067] Figure 6 It is a structural schematic diagram of an automobile door sill reinforcement beam optimization system provided by an embodiment of the present application;

[0068] Figure 7 It is a structural schematic diagram of an automobile door sill reinforcement beam optimization device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0069] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0070] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0071] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0072] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0073] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0074] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0075] In the related art, automobile door sills are often designed to have a uniform structure. However, in actual use, the forces applied to different parts of the automobile door sills are different, and the strength required for each part is also different. Therefore, a uniform structure cannot meet the requirements of low weight and high strength at the same time, and the structure needs to be optimized.

[0076] To solve the above problems, the embodiment of the present application provides a method and device for optimizing a vehicle threshold reinforcement beam. In the method, by performing collision simulation on a vehicle threshold reinforcement beam model, force information reflecting the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam is obtained; according to the force information, the vehicle threshold reinforcement beam is divided into a plurality of beam sections for representing a collection of cross sections with the same force direction and force magnitude, and force analysis data for each beam section for reflecting the force magnitude and force direction of any cross section on the beam section is obtained; the preset structural information of the vehicle threshold reinforcement beam is obtained; according to the force analysis data and preset structural information of each beam section, the beam section optimization information of each beam section is obtained; the collection of beam section optimization information of each beam section is determined as the optimization result information of the vehicle threshold reinforcement beam. This method can divide the automobile threshold reinforcement beam into multiple beam sections according to the stress conditions, analyze and optimize each beam section separately, and then determine the collection of optimization information of multiple beam sections as the optimization result information of the automobile threshold reinforcement beam. Segmented optimization can remove unnecessary materials, achieve lightweight design, reduce material usage, and reduce production costs. Customized design can be performed according to the specific loads and stresses it bears, which can improve the strength and stiffness of the overall structure and ensure the safety of passengers.

[0077] The automobile threshold reinforcement beam optimization method provided in the embodiment of the present application can be applied to the automobile threshold reinforcement beam optimization device. At this time, the automobile threshold reinforcement beam optimization device is the executor of the automobile threshold reinforcement beam optimization method provided in the embodiment of the present application. The embodiment of the present application does not impose any restrictions on the specific type of the automobile threshold reinforcement beam optimization device.

[0078] For example, the vehicle rocker reinforcement beam optimization device 100 can be a mobile phone, a tablet computer, a laptop computer, an ultra-mobile personal computer (UMPC), a desktop computer, a handheld device with wireless communication function, a computing device or other processing device connected to a wireless modem, a computer, a laptop computer, a handheld communication device, a handheld computing device, etc.

[0079] In order to better understand the automobile rocker reinforcement beam optimization method provided in the embodiment of the present application, the specific implementation process of the automobile rocker reinforcement beam optimization method provided in the embodiment of the present application is exemplarily introduced below.

[0080] Figure 1 A schematic flow chart of an automobile rocker reinforcement beam optimization method provided in an embodiment of the present application is shown. The automobile rocker reinforcement beam optimization method includes:

[0081] S100, performing collision simulation on a vehicle threshold reinforcement beam model to obtain force condition information; wherein the force condition information is used to reflect the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam.

[0082] It can be understood that the model of the automobile threshold reinforcement beam can be obtained through three-dimensional drawing software, such as drawing the structural model of the automobile threshold reinforcement beam through CAD, CATIA, etc. The automobile threshold reinforcement beam model is input into the finite element analysis software (such as ANSYS, Abaqus, etc.), the model is meshed, the finite element mesh is created, and material properties are assigned to different parts of the model according to the actual material properties. Boundary conditions and loads are set according to the actual installation situation, and the corresponding collision analysis solver is selected. The automobile threshold reinforcement beam model is subjected to collision simulation to obtain the force situation information.

[0083] As an optional embodiment of this application, please refer to Figure 1 and Figure 2 , S100, perform collision simulation on the vehicle threshold reinforcement beam model to obtain force information, including:

[0084] S110, obtaining vehicle collision information; wherein the vehicle collision information is used to reflect the angle and strength of the collision of the vehicle's door sill reinforcement beam.

[0085] It can be understood that the car collision information represents the angle and force of the car threshold reinforcement beam model colliding with other vehicles. The car collision information can be manually input by the tester, or the collision information of multiple actual traffic accidents can be input into the collision database, and the computing device can randomly obtain it from the collision database, or the tester can select it from the collision database, but it is not limited to this.

[0086] S120, performing collision simulation on the vehicle door sill reinforcement beam model according to the vehicle collision information to obtain simulation result information.

[0087] It can be understood that in finite element analysis software (such as ANSYS, Abaqus, etc.), simulation parameters can be set according to the automobile collision information, and a collision simulation can be performed on the automobile door sill reinforcement beam to obtain simulation result information including stress magnitude, strain trend, deformation mode, energy curve, etc. output by the finite element analysis software.

[0088] S130, analyzing the simulation result information to obtain stress condition information.

[0089] It can be understood that according to the simulation result information, a stress analysis is performed on various parts of the automobile threshold reinforcement beam. For example, the stress direction of various parts of the automobile threshold reinforcement beam can be obtained according to the strain trend and deformation mode of various parts of the automobile threshold reinforcement beam; the stress magnitude of various parts of the automobile threshold reinforcement beam can be obtained according to the stress magnitude of various parts of the automobile threshold reinforcement beam; the stress condition information is verified according to the energy curve to determine the correctness of the analysis result.

[0090] With such settings, the collision simulation of the automobile threshold reinforcement beam model is carried out through the finite element analysis software, and the force direction and force magnitude of each part of the automobile threshold reinforcement beam model during the collision process are obtained according to the simulation analysis results of the finite element analysis software. There is no need to conduct experiments with real objects, which can save the cost of experimental materials and experimental equipment, reduce safety hazards, and can simulate repeatedly and quickly, saving a lot of time, and is easy to reproduce and verify, and the results obtained are also more detailed and accurate.

[0091] S200, dividing the automobile door sill reinforcement beam into a plurality of beam sections according to the force condition information, and obtaining force analysis data of each beam section; wherein the beam section represents a collection of all cross sections with the same force direction and force magnitude; the force analysis data is used to reflect the force magnitude and force direction of any cross section on the beam section.

[0092] It can be understood that the automobile sill reinforcement beam is divided into a plurality of beam sections along the length direction of the automobile sill reinforcement beam according to the force direction and force magnitude at various locations on the automobile sill reinforcement beam reflected by the force condition information.

[0093] As an optional embodiment of this application, please refer to Figure 1 and Figure 2 , S200, according to the force condition information, the automobile threshold reinforcement beam is divided into a plurality of beam sections, and the force analysis data of each beam section is obtained, including:

[0094] S210, obtaining a plurality of cross-sectional information; wherein the cross-sectional information is used to reflect the positions of a plurality of cross-sectional areas taken along the length direction of the automobile rocker reinforcement beam on the automobile rocker reinforcement beam.

[0095] It is understood that a section selection starting point can be set on the automobile threshold reinforcement beam, which can be the two ends of the automobile threshold reinforcement beam or an inflection point on the shape of the automobile threshold reinforcement beam, but not limited thereto. The section interception interval can be set to obtain the section, for example, starting from the section selection starting point, a section is intercepted every 1mm, or a section is intercepted every 2mm, but not limited thereto. The distance from each section to the selected section selection starting point is used as the position of each section on the automobile threshold reinforcement beam to obtain the section information of each section.

[0096] S220, performing force analysis on multiple cross sections according to the cross section information and the force condition information, and obtaining force magnitude data and force direction data of each cross section.

[0097] It can be understood that the force direction and magnitude corresponding to each cross section can be obtained based on the cross section position reflected by the cross section information and the force direction and magnitude at various locations on the automobile door sill reinforcement beam reflected by the force condition information.

[0098] S230, setting multiple cross sections with the same force magnitude data and force direction data as one beam section.

[0099] It can be understood that a set of multiple sections constitutes a beam section, and the position information of the beam section can be represented according to the cross-sectional information of the sections located at both ends of the beam section, such as "5mm to 15mm from the selected starting point" or "30mm to 50mm from the selected starting point". The lengths of different beam sections can be the same or different.

[0100] S240, obtaining length range data according to the multiple cross-section information of the beam segment.

[0101] For example, the length range data is used to reflect the length of the beam section. The length range data of the beam section can be obtained by calculating the difference in the position of the section on the vehicle threshold reinforcement beam according to the cross-sectional information of the sections at both ends of the beam section. For example, the length range data of the beam section "5mm to 15mm from the starting point" is "10mm (15-5=10)", or the length range data of the beam section "30mm to 50mm from the starting point" is "20mm (50-30=20)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0102] S250, determining the length range data, force magnitude data and force direction data of the beam segment as the force analysis data of the beam segment.

[0103] With such a setting, by analyzing the overall stress information of the automobile sill reinforcement beam, the force magnitude data and force direction data of each cross section on the automobile sill reinforcement beam are obtained, and multiple cross sections with the same force magnitude and force direction are grouped into sections. This can effectively simplify the analysis results of the automobile sill reinforcement beam, reduce the difficulty of result analysis, make the force analysis of each beam section clearer, improve the calculation speed, shorten the design cycle, and facilitate optimization design.

[0104] S300: Obtain preset structural information of a vehicle door sill reinforcement beam.

[0105] It can be understood that the preset structural information is used to reflect the structural characteristics of the unoptimized automobile threshold reinforcement beam, including the number, arrangement and thickness data of the automobile threshold reinforcement beam cross beam and longitudinal beam. The preset structural information of the automobile threshold reinforcement beam can be obtained by cutting the automobile threshold reinforcement beam, photographing and measuring the cross section of the automobile threshold reinforcement beam, or by looking up the design drawings of the automobile threshold reinforcement beam, but is not limited thereto.

[0106] As an optional embodiment of this application, please refer to Figure 1 and Figure 3 , S300, obtaining preset structural information of the vehicle threshold reinforcement beam, including:

[0107] S310, obtaining a cross-sectional image of a vehicle door sill reinforcement beam.

[0108] It can be understood that the cross-sectional image is an image that can reflect the internal structural characteristics of the automobile threshold reinforcement beam. The cross-sectional view of the automobile threshold reinforcement beam model can be extracted through three-dimensional modeling software, or the entity of the automobile threshold reinforcement beam can be scanned by X-ray computed tomography to obtain a cross-sectional image of the automobile threshold reinforcement beam, but it is not limited to this.

[0109] S320, obtaining preset structural information of the vehicle door sill reinforcement beam according to the cross-sectional image; wherein the preset structural information includes preset crossbeam thickness data and preset longitudinal beam thickness data.

[0110] It can be understood that the crossbeam of the automobile door sill reinforcement beam refers to the beam structure with an angle less than 45° with the ground when the automobile door sill reinforcement beam is normally installed on the automobile, and the preset crossbeam thickness data is used to reflect the non-optimized crossbeam thickness; the longitudinal beam refers to the beam structure with an angle greater than or equal to 45° with the ground when the automobile door sill reinforcement beam is normally installed on the automobile, and the preset longitudinal beam thickness data is used to reflect the non-optimized longitudinal beam thickness.

[0111] With such a configuration, by acquiring a cross-sectional image of the automobile threshold reinforcement beam and obtaining preset structural information of the automobile threshold reinforcement beam, the structural characteristics of the automobile threshold reinforcement beam can be fully understood, which is conducive to making a more accurate and effective analysis of the automobile threshold reinforcement beam and obtaining a more reasonable optimization plan based on the analysis results.

[0112] S400, obtaining beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information.

[0113] It can be understood that the strength data of each beam section can be obtained based on the preset structural information. By comparing the strength data of the beam section with the force analysis data, it can be determined whether each beam section meets the force requirements. If the strength data is greater than the force analysis data, it means that the strength of the beam section is greater than the actual demand, and the material used can be reduced to meet the lightweight requirements; if the strength data is equal to the force analysis data, it means that the current design has met the requirements of both lightweight and safety, and no optimization is required; if the strength data is less than the force analysis data, it means that the strength of the beam section is less than the actual demand, and the material used needs to be increased to meet the safety requirements.

[0114] As an optional embodiment of this application, please refer to Figure 1 and Figure 4 , S400, obtaining beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information, including:

[0115] S410, obtaining material information of a vehicle door sill reinforcement beam.

[0116] It is understood that the material information of the automobile threshold reinforcement beam is used to reflect the material used by the automobile threshold reinforcement beam, such as steel or aluminum alloy, but not limited thereto. The material used by the automobile threshold reinforcement beam directly affects the strength of the automobile threshold reinforcement beam.

[0117] S420, obtaining beam section strength data according to material information and preset structure information.

[0118] It can be understood that the beam section strength data is data used to reflect the strength of the beam section, indicating the upper limit data of the force that the beam section can bear. The beam section strength data can be obtained by simulation calculation using finite element analysis software, by assigning the material properties corresponding to the material information to the automobile threshold reinforcement beam model, defining the boundary conditions of the model according to the preset structural information, including fixed constraints and support conditions, running the finite element analysis software multiple times to obtain multiple output results, and comparing the differences between the multiple output results to verify the accuracy of the obtained beam section strength data; or it can be obtained by using a machine learning model, and multiple groups of beam section material information, preset structural information and corresponding beam section strength data can be collected in advance from experimental data, simulation data or data in actual use, and the machine learning model can be trained with the collected multiple groups of data, and the material information and preset structural information are input into the trained machine learning model to obtain the corresponding beam section strength data, but it is not limited to this.

[0119] With such a setting, by acquiring the material information and preset structural information of the automobile threshold reinforcement beam and obtaining the beam section strength data, it is possible to understand the strength distribution of each beam section on the automobile threshold reinforcement beam, which is helpful to design a more reasonable structure, thereby reducing unnecessary material use, reducing production costs, and ensuring that each beam section of the automobile threshold reinforcement beam can withstand a predetermined load in a collision, thereby improving safety.

[0120] Optionally, see Figure 4 , S420, obtaining beam segment strength data according to material information and preset structure information, including:

[0121] S421, obtaining preset crossbeam strength data according to the material information and preset crossbeam thickness data.

[0122] It can be understood that the preset crossbeam strength data represents the upper limit data of the force that the crossbeam in the beam section of the unoptimized automobile rocker reinforcement beam can bear.

[0123] S422, obtaining preset longitudinal beam strength data according to the material information and preset longitudinal beam thickness data.

[0124] It can be understood that the preset longitudinal beam strength data represents the upper limit data of the force that the longitudinal beam in the beam section of the non-optimized automobile rocker reinforcement beam can bear.

[0125] S423, determining the preset cross beam strength data and the preset longitudinal beam strength data as the beam section strength data.

[0126] With such a setting, the preset crossbeam strength data and the preset longitudinal beam strength data of each beam section are analyzed respectively to obtain more accurate beam section strength data, which can increase the dimension of optimizing the automobile threshold reinforcement beam and optimize the automobile threshold reinforcement beam from multiple angles, thereby obtaining more accurate and effective beam section optimization information, which is beneficial to improving the safety of the optimized automobile threshold reinforcement beam.

[0127] S430, obtaining beam section optimization information according to the force analysis data and beam section strength data.

[0128] It can be understood that by comparing the strength data of the beam section with the force analysis data, it is possible to determine whether the strength of each beam section meets the safety requirements. If the strength data is greater than the force analysis data, it means that the strength of the beam section is greater than the actual demand, and the material used can be reduced to meet the lightweight requirements; if the strength data is equal to the force analysis data, it means that the current design has met the requirements of both lightweight and safety, and no optimization is required; if the strength data is less than the force analysis data, it means that the strength of the beam section is less than the actual demand, and the material used needs to be increased to meet the safety requirements.

[0129] Optionally, referring to the figure, S430, based on the force analysis data and the beam section strength data, beam section optimization information is obtained, including:

[0130] S431, based on the force analysis data, obtain the transverse force data and the longitudinal force data of the beam section.

[0131] Exemplarily, according to the force magnitude and force direction of the force analysis data, the components of the collision force in the transverse beam direction and the longitudinal beam direction are calculated to obtain the transverse force data and the longitudinal force data of the beam section. For example, it can be assumed that the force magnitude in the force analysis data is "200000N" and the angle between the force direction and the ground is "30°". Then, according to the Pythagorean theorem, the transverse force data can be obtained as "100000N (200000*sin30°=100000)" and the longitudinal force data can be obtained as "173200N (200000*cos30°=173200)"; or it can be assumed that the force magnitude in the force analysis data is 150000N ", the angle between the force direction and the ground is "45°", then according to the Pythagorean theorem, the lateral force data is "106050N (150000*sin45°=106050)", and the longitudinal force data is "106050N (150000*cos45°=106050)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0132] S432, calculating the ratio of the preset beam strength data to the lateral force data, and obtaining beam strength deviation ratio data.

[0133] Exemplarily, the beam strength deviation ratio data indicates the extent to which the upper force limit of the beam structure within the preset beam section exceeds or falls below the actual lateral force magnitude. The beam strength deviation ratio data is obtained by dividing the preset beam strength data by the lateral force data. It can be assumed that the preset beam strength data is "110000N" and the lateral force data is "100000N", and the beam strength deviation ratio data is "1.1 (110000 / 100000=1.1)"; or it can be assumed that the preset beam strength data is "100000N" and the lateral force data is "106050N", and the beam strength deviation ratio data is "0.94 (100000 / 106050=0.94)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0134] S433, calculating the ratio of the preset longitudinal beam strength data to the longitudinal force data, and obtaining longitudinal beam strength deviation ratio data.

[0135] Exemplarily, the longitudinal beam strength deviation ratio data indicates the extent to which the upper force limit of the longitudinal beam structure within the preset beam section exceeds or falls below the actual longitudinal force magnitude. The longitudinal beam strength deviation ratio data is obtained by dividing the preset longitudinal beam strength data by the longitudinal force data. It can be assumed that the preset longitudinal beam strength data is "200000N" and the longitudinal force data is "173200N", and the longitudinal beam strength deviation ratio data is "1.15 (200000 / 173200=1.15)"; or it can be assumed that the preset longitudinal beam strength data is "127000N" and the longitudinal force data is "106050N", and the longitudinal beam strength deviation ratio data is "1.2 (127000 / 106050=1.2)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0136] S434, obtaining beam section optimization information according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data.

[0137] It can be understood that the cross beam and the longitudinal beam are optimized according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data to obtain the beam section optimization information. The beam section optimization information represents the optimized beam section structure information, including the thickness of the cross beam after adding or reducing materials and the thickness of the longitudinal beam after adding or reducing materials.

[0138] In some embodiments, see Figure 4 , S434, according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data, obtain beam section optimization information, including:

[0139] S4341, obtaining optimized beam thickness data according to the beam strength deviation ratio data and the preset beam thickness data.

[0140] Exemplarily, the optimized beam thickness data represents the thickness data of the beam in the optimized beam section. The preset beam thickness data can be divided by the beam strength deviation ratio data to obtain the optimized beam thickness data. For example, it can be assumed that the preset beam thickness is "5mm" and the beam strength deviation ratio data is "1.1", and the optimized beam thickness data is "4.55mm (5 / 1.1=4.55)"; or it can be assumed that the preset beam thickness is "3mm" and the beam strength deviation ratio data is "0.94", and the optimized beam thickness data is "3.2mm (3 / 0.94=3.2)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0141] S4342, obtaining optimized longitudinal beam thickness data according to the longitudinal beam strength deviation ratio data and the preset longitudinal beam thickness data.

[0142] Exemplarily, the optimized longitudinal beam thickness data represents the thickness data of the longitudinal beam in the optimized beam section. The preset longitudinal beam thickness data can be divided by the longitudinal beam strength deviation ratio data to obtain the optimized longitudinal beam thickness data. For example, it can be assumed that the preset longitudinal beam thickness is "4mm" and the longitudinal beam strength deviation ratio data is "1.15", and the optimized longitudinal beam thickness data is "3.48mm (4 / 1.15=3.48)"; or it can be assumed that the preset longitudinal beam thickness is "2mm" and the longitudinal beam strength deviation ratio data is "1.2", and the optimized longitudinal beam thickness data is "1.67mm (2 / 1.2=1.67)". It should be noted that the above given values ​​do not represent actual data, but are only set for the convenience of understanding. The specific data depends on the actual situation and will not be repeated here.

[0143] S4343, determining the optimized cross beam thickness data and the optimized longitudinal beam thickness data as beam section optimization information.

[0144] With such a setting, the crossbeam and longitudinal beam are optimized respectively according to the strength data and force data of the crossbeam and the strength data and force data of the longitudinal beam in the beam section, so as to obtain the optimization information of the beam section, which can effectively improve the stiffness of the vehicle door sill reinforcement beam, improve the safety of the vehicle, reduce the use of materials and the complexity of the production process, thereby reducing production costs, making the vehicle lightweight, improving the vehicle's dynamic performance, and also making better use of the vehicle's internal space, optimizing space utilization, and improving the vehicle's ride comfort.

[0145] S500: Determine a collection of beam section optimization information of each beam section as optimization result information of a vehicle rocker reinforcement beam.

[0146] As an optional embodiment of the present application, the method for optimizing a vehicle door sill reinforcement beam further includes:

[0147] S10, obtaining weight data of the vehicle door sill reinforcement beam according to preset structural information and material information.

[0148] It can be understood that the cross-sectional area and length of each beam section of the automobile threshold reinforcement beam can be obtained based on the preset structural information, and then the volume of the automobile threshold reinforcement beam can be obtained. The density of the automobile threshold reinforcement beam can be obtained based on the material information. By calculating the product of the volume and density of the automobile threshold reinforcement beam, the weight data of the automobile threshold reinforcement beam can be obtained.

[0149] S20, obtaining optimized weight data of the vehicle door sill reinforcement beam according to the optimization information and material information of the plurality of beam sections.

[0150] It can be understood that the optimized cross-sectional area and length of each beam section can be obtained based on the beam section optimization information, and then the optimized volume of the automobile rocker reinforcement beam can be obtained. By calculating the product of the optimized volume and density of the automobile rocker reinforcement beam, the optimized weight data of the automobile rocker reinforcement beam can be obtained.

[0151] See also Figure 1 and Figure 5 S500: determining the set of beam section optimization information of each beam section as the optimization result information of the automobile threshold reinforcement beam, including:

[0152] S510: When the weight data after optimization is greater than or equal to the weight data, a set of beam section optimization information of each beam section is determined as optimization result information of the vehicle rocker reinforcement beam.

[0153] It can be understood that if the weight data after optimization is greater than the weight data, it means that the preset structure before optimization cannot meet the strength requirements, and it is necessary to fill materials to increase the thickness of the crossbeam or longitudinal beam of each beam section to improve the strength of the crossbeam or longitudinal beam; if the weight data after optimization is equal to the weight data, it means that the preset structure before optimization just meets the strength requirements, and the material cannot be increased or reduced. Therefore, when the weight data after optimization is greater than or equal to the weight data, the set of beam section optimization information of each beam section can be directly determined as the optimization result information of the automobile door sill reinforcement beam.

[0154] S520, when the weight data after optimization is less than the weight data, obtaining optimization intention information; wherein the optimization intention information is used to reflect the optimization requirements of the vehicle rocker reinforcement beam.

[0155] It can be understood that the optimization requirement indicates the degree of demand for lightweighting of each beam section when each beam section of the vehicle threshold reinforcement beam has met the safety requirements. The situation where the weight data after optimization is less than the weight data indicates that the preset structure of the beam section before optimization has met and exceeded the strength requirements, and the material can be reduced to reduce the thickness of the crossbeam or longitudinal beam of the beam section, thereby reducing the strength of the crossbeam or longitudinal beam and reducing the weight of the crossbeam or longitudinal beam while meeting the safety requirements.

[0156] S530, obtaining material reuse ratio data according to the optimization intention information.

[0157] It can be understood that the correspondence between the optimization willingness information and the material reuse ratio data can be preset. For example, a correspondence table between the optimization willingness information and the material reuse ratio data can be established, and the material reuse ratio data can be obtained by matching the corresponding table according to the optimization willingness information; or the optimization willingness information can be assigned a value, and the quantitative relationship between the assigned value and the material reuse ratio data can be preset to obtain the material reuse ratio data corresponding to the optimization willingness information, but it is not limited to this.

[0158] S540, obtaining re-optimized cross-beam thickness data and re-optimized longitudinal beam thickness data according to the material reuse ratio data, the weight data, the optimized weight data, the optimized cross-beam thickness data and the optimized longitudinal beam thickness data.

[0159] It can be understood that the re-optimized crossbeam thickness data indicates the crossbeam thickness of the beam section after the excess material is cut according to the material reuse ratio data and then evenly added to the crossbeam of each beam section, and the re-optimized longitudinal beam thickness data indicates the longitudinal beam thickness of the beam section after the excess material is cut according to the material reuse ratio data and then evenly added to the longitudinal beam of each beam section. The weight data of the excess material can be obtained by calculating the difference between the weight data and the optimized weight data, the weight data of the excess material is calculated by multiplying the weight data of the excess material by the material reuse ratio data to obtain the weight of the reused material, the weight of the reused material is evenly distributed to the crossbeam and the longitudinal beam, and the re-optimized crossbeam thickness data and the re-optimized longitudinal beam thickness data are calculated.

[0160] S550: Determine the re-optimized crossbeam thickness data and the re-optimized longitudinal beam thickness data as re-optimization result information.

[0161] It can be understood that the re-optimization result information represents the structural data after the redundant materials are reduced according to the material reuse ratio data and then evenly added to the automobile rocker reinforcement beam.

[0162] With such a configuration, the optimization direction of the automobile sill reinforcement beam is determined according to the strength of the automobile sill reinforcement beam. On the premise of meeting the safety requirements, the lightweight ratio after optimization is determined to achieve the lightweight requirements, reduce the use of materials, and reduce production costs. Customized design is performed according to the specific loads and stresses it bears, which can improve the strength and rigidity of the overall structure and ensure the safety of passengers.

[0163] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0164] Corresponding to the automobile rocker reinforcement beam optimization method described in the above embodiment, the embodiment of the present application also provides an automobile rocker reinforcement beam optimization system, and each unit of the system can implement each step of the automobile rocker reinforcement beam optimization method. Figure 6 A structural block diagram of an automobile door sill reinforcement beam optimization system provided in an embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0165] Reference Figure 6 The system comprises:

[0166] The first acquisition unit is used to perform a collision simulation on the vehicle threshold reinforcement beam model to obtain force information; wherein the force information is used to reflect the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam;

[0167] A distinguishing unit is used to divide the automobile door sill reinforcement beam into multiple beam sections according to the force condition information, and obtain the force analysis data of each beam section; wherein the beam section represents a collection of all cross sections with the same force direction and force magnitude; the force analysis data is used to reflect the force magnitude and force direction of any cross section on the beam section;

[0168] A second acquisition unit is used to acquire preset structural information of a vehicle door sill reinforcement beam;

[0169] A third acquisition unit is used to obtain beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information;

[0170] The determination unit is used to determine the set of beam section optimization information of each beam section as the optimization result information of the automobile door sill reinforcement beam.

[0171] It should be noted that the information interaction, execution process and other contents between the above-mentioned units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0172] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the division of the above-mentioned functional units is used as an example for illustration. In practical applications, the above-mentioned functions can be assigned to different functional units as needed, that is, the internal structure of the system can be divided into different functional units to complete all or part of the functions described above. The functional units in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0173] The embodiment of the present application also provides a vehicle rocker reinforcement beam optimization device, Figure 7 This is a schematic diagram of the structure of an automobile door sill reinforcement beam optimization device 100 provided in one embodiment of the present application. Figure 7 As shown, the vehicle rocker reinforcement beam optimization device 100 of this embodiment includes: at least one processor 10 ( Figure 7 Only one is shown), at least one memory 20 ( Figure 7 Only one is shown in the figure) and a computer program 30 stored in the at least one memory 20 and executable on the at least one processor 10. When the processor 10 executes the computer program 30, the vehicle rocker reinforcement beam optimization device 100 implements the steps in any of the above-mentioned vehicle rocker reinforcement beam optimization method embodiments, or the vehicle rocker reinforcement beam optimization device 100 implements the functions of each unit in the above-mentioned system embodiments.

[0174] Exemplarily, the computer program 30 may be divided into one or more units, which are stored in the memory 20 and executed by the processor 10 to complete the present application. The one or more units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 30 in the vehicle rocker reinforcement beam optimization device 100.

[0175] The vehicle threshold reinforcement beam optimization device 100 may be a computing device such as a desktop computer, a notebook, a PDA, or a cloud server. The vehicle threshold reinforcement beam optimization device may include, but is not limited to, a processor 10 and a memory 20. Those skilled in the art will appreciate that Figure 7 It is only an example of the automobile rocker reinforcement beam optimization device 100 and does not constitute a limitation of the automobile rocker reinforcement beam optimization device 100. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, for example, it may also include input and output devices, network access devices, buses, etc.

[0176] The processor 10 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0177] In some embodiments, the memory 20 may be an internal storage unit of the vehicle threshold reinforcement beam optimization device 100, such as a hard disk or memory of the vehicle threshold reinforcement beam optimization device 100. In other embodiments, the memory 20 may also be an external storage device of the vehicle threshold reinforcement beam optimization device 100, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle threshold reinforcement beam optimization device 100. Further, the memory 20 may also include both an internal storage unit of the vehicle threshold reinforcement beam optimization device 100 and an external storage device. The memory 20 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory 20 may also be used to temporarily store data that has been output or is to be output.

[0178] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in any of the above method embodiments are implemented.

[0179] An embodiment of the present application provides a computer program product. When the computer program product is run on an automobile rocker reinforcement beam optimization device 100, the automobile rocker reinforcement beam optimization device implements the steps in any of the above-mentioned method embodiments.

[0180] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium can at least include: any entity or device that can carry the computer program code to the automobile threshold reinforcement beam optimization device 100, recording medium, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0181] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0182] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0183] In the embodiments provided in the present application, it should be understood that the disclosed automobile threshold reinforcement beam optimization system, device and method can be implemented in other ways. For example, the above-described automobile threshold reinforcement beam optimization system embodiment is only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0184] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0185] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for optimizing a vehicle door sill reinforcement beam, characterized in that: include: Performing a collision simulation on a vehicle threshold reinforcement beam model to obtain force information; wherein the force information is used to reflect the force direction and force magnitude at various locations on the vehicle threshold reinforcement beam; According to the force information, the automobile sill reinforcement beam is divided into a plurality of beam sections, and force analysis data of each beam section is obtained; wherein the beam section represents a collection of all cross sections with the same force direction and force magnitude; the force analysis data is used to reflect the force magnitude and force direction of any cross section on the beam section; Acquiring preset structural information of the automobile door sill reinforcement beam; Obtaining beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information; Determine a set of the beam section optimization information of each of the beam sections as optimization result information of the automobile rocker reinforcement beam; The obtaining of the preset structural information of the automobile door sill reinforcement beam comprises: Acquiring a cross-sectional image of the automobile door sill reinforcement beam; The preset structural information of the vehicle rocker reinforcement beam is obtained according to the cross-sectional image; wherein the preset structural information includes preset crossbeam thickness data and preset longitudinal beam thickness data.

2. The method for optimizing the automobile rocker reinforcement beam according to claim 1, characterized in that: The collision simulation of the automobile door sill reinforcement beam model is performed to obtain force information, including: Acquiring automobile collision information; wherein the automobile collision information is used to reflect the angle and force of the collision of the automobile threshold reinforcement beam; According to the automobile collision information, a collision simulation is performed on the automobile door sill reinforcement beam model to obtain simulation result information; The simulation result information is analyzed to obtain the force condition information.

3. The method for optimizing the automobile rocker reinforcement beam according to claim 1, characterized in that: The step of dividing the automobile door sill reinforcement beam into a plurality of beam sections according to the stress condition information and obtaining stress analysis data of each beam section includes: Acquire multiple cross-sectional information; wherein the cross-sectional information is used to reflect the positions of multiple cross-sections taken along the length direction of the automobile rocker reinforcement beam on the automobile rocker reinforcement beam; According to the cross-section information and the force condition information, force analysis is performed on the multiple cross-sections to obtain force magnitude data and force direction data of each cross-section; Setting the multiple cross sections with the same force magnitude data and force direction data as one beam section; Obtaining length range data according to the plurality of cross-sectional information of the beam segment; The length range data, the force magnitude data and the force direction data of the beam section are determined as the force analysis data of the beam section.

4. The method for optimizing the automobile rocker reinforcement beam according to claim 1, characterized in that: The step of obtaining beam section optimization information of each beam section according to the force analysis data of each beam section and the preset structural information includes: Obtaining material information of the automobile door sill reinforcement beam; Obtaining beam section strength data according to the material information and the preset structure information; The beam section optimization information is obtained according to the force analysis data and the beam section strength data.

5. The method for optimizing the automobile rocker reinforcement beam according to claim 4, characterized in that: The step of obtaining beam section strength data according to the material information and the preset structure information includes: Obtaining preset crossbeam strength data according to the material information and the preset crossbeam thickness data; Obtaining preset longitudinal beam strength data according to the material information and the preset longitudinal beam thickness data; The preset cross beam strength data and the preset longitudinal beam strength data are determined as the beam section strength data.

6. The method for optimizing the automobile rocker reinforcement beam according to claim 5, characterized in that: The step of obtaining beam section optimization information according to the force analysis data and the beam section strength data includes: According to the force analysis data, the transverse force data and the longitudinal force data of the beam section are obtained; Calculating the ratio of the preset beam strength data to the lateral force data to obtain beam strength deviation ratio data; Calculating the ratio of the preset longitudinal beam strength data to the longitudinal force data to obtain longitudinal beam strength deviation ratio data; The beam section optimization information is obtained according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data.

7. The method for optimizing the automobile rocker reinforcement beam according to claim 6, characterized in that: The step of obtaining beam section optimization information according to the cross beam strength deviation ratio data and the longitudinal beam strength deviation ratio data includes: Obtaining optimized crossbeam thickness data according to the crossbeam strength deviation ratio data and the preset crossbeam thickness data; Obtaining optimized longitudinal beam thickness data according to the longitudinal beam strength deviation ratio data and the preset longitudinal beam thickness data; The optimized cross beam thickness data and the optimized longitudinal beam thickness data are determined as the beam section optimization information.

8. The method for optimizing the automobile rocker reinforcement beam according to claim 7, characterized in that: The method further comprises: Obtaining weight data of the vehicle door sill reinforcement beam according to the preset structure information and the material information; Obtaining optimized weight data of the vehicle sill reinforcement beam according to the plurality of beam section optimization information and the material information; The step of determining the set of the beam section optimization information of each beam section as the optimization result information of the automobile door sill reinforcement beam comprises: In a case where the weight data after optimization is greater than or equal to the weight data of the automobile rocker reinforcement beam, determining a set of the beam section optimization information of each of the beam sections as the optimization result information of the automobile rocker reinforcement beam; or When the weight data after optimization is less than the weight data of the automobile rocker reinforcement beam, obtaining optimization intention information; wherein the optimization intention information is used to reflect the optimization requirements of the automobile rocker reinforcement beam; According to the optimization intention information, the material reuse ratio data is obtained; Obtaining re-optimized cross-beam thickness data and re-optimized longitudinal beam thickness data according to the material reuse ratio data, the weight data of the vehicle door sill reinforcement beam, the optimized weight data, the optimized cross-beam thickness data, and the optimized longitudinal beam thickness data; The re-optimized cross beam thickness data and the re-optimized longitudinal beam thickness data are determined as re-optimization result information.

9. An automobile sill reinforcement beam optimization device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

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