Constraint system parameter optimization method and device, terminal equipment and storage medium

Abstract

The invention provides a constraint system parameter optimization method and device, terminal equipment and a storage medium. The method comprises the following steps: acquiring a B-pillar acceleration waveform of a target vehicle model in a frontal collision process; performing waveform conversion on the B column acceleration waveform according to an internal passenger space measurement result of the target vehicle model to obtain a passenger acceleration response curve in a passenger-vehicle relative displacement domain; and according to the passenger acceleration response curve, passenger energy density absorbed by the restraint system in the frontal collision process is generated, a restraint system parameter design scheme is updated based on the passenger energy density, and a restraint system parameter optimization value of the target vehicle model is obtained. According to the invention, the safety and effectiveness of the restraint system can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle safety engineering, and in particular to a method, device, terminal equipment and storage medium for optimizing parameters of a restraint system. Background Art

[0002] The restraint system refers to a series of devices and systems used to protect the safety of passengers when a vehicle collides. The main function of these systems is to reduce the impact force and injuries to passengers during a collision by limiting their movement. The restraint system usually includes components such as seat belts, airbags, steering columns, seat structures, and door structures. The restraint system plays a vital role in vehicle safety, especially in accidents such as frontal collisions, side collisions, and rollovers. The restraint system can effectively reduce the casualties of passengers. According to statistics, vehicles equipped with a complete restraint system have a significantly higher survival rate of passengers in accidents.

[0003] In the early stage of vehicle development, the design of the restraint system usually relies on empirical data and historical cases. The design plan mainly includes the following steps: the design team preliminarily determines the parameters of the restraint system based on the design experience and test data of similar models in the past; uses computer simulation software to conduct virtual collision tests on the restraint system to evaluate its performance; manufactures prototype vehicles and conducts actual collision tests to verify the performance of the restraint system; according to the results of simulation and actual tests, adjusts the parameters of the restraint system, such as the preload of the seat belt and the inflation speed of the airbag. The existing design scheme can meet the requirements of vehicle safety performance to a certain extent, but there are still some defects and deficiencies. In the early stage of vehicle development, the design of the restraint system often relies too much on empirical data and historical cases, and lacks scientific theoretical basis. This design method may lead to unsatisfactory parameter settings and increase the risk of later tests and modifications. In addition, this design method lacks systematic optimization means and often relies on the experience and judgment of designers. This method may cause some potential safety hazards to be ignored, affecting the overall safety performance of the vehicle. Summary of the invention

[0004] The present invention aims to provide a method, apparatus, terminal device and storage medium for optimizing restraint system parameters to solve the above technical problems and improve the safety and effectiveness of the restraint system.

[0005] In order to solve the above technical problems, the present invention provides a constraint system parameter optimization method, comprising:

[0006] Obtain the B-pillar acceleration waveform of the target vehicle model during the frontal collision process;

[0007] Performing waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain an occupant acceleration response curve in the occupant-vehicle relative displacement domain;

[0008] The occupant energy density absorbed by the restraint system during the frontal collision is generated according to the occupant acceleration response curve, and the restraint system parameter design scheme is updated based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model.

[0009] In the above scheme, when the target vehicle model is subjected to a frontal collision test, the acceleration waveform of the B-pillar is recorded, and the dynamic response of the vehicle structure in the collision is directly reflected by the B-pillar acceleration waveform. Based on the internal occupant space measurement results of the target vehicle model, the B-pillar acceleration waveform is converted into an occupant acceleration response curve in the occupant-vehicle relative displacement domain, and information more directly related to the occupant response is extracted from the body response data. According to the occupant acceleration response curve, the occupant energy density absorbed by the restraint system during the frontal collision is calculated. According to the calculated occupant energy density, the parameters of the restraint system are adjusted. By updating the design scheme of the restraint system parameters, the impact on the occupant during the collision can be effectively reduced and the safety performance of the vehicle can be improved. Optimization based on the physical quantity of occupant energy density provides a scientific theoretical basis and avoids excessive reliance on empirical data. It can be applied to the design requirements of different models, and can adapt to various body structures and collision scenarios by adjusting the model and parameters.

[0010] In one implementation, the step of obtaining the B-pillar acceleration waveform of the target vehicle during a frontal collision specifically includes:

[0011] Collecting the collision acceleration waveform of the target vehicle model during a frontal collision at the B-pillar position;

[0012] The collision acceleration waveform is converted into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is:

[0013]

[0014] Where, t v1 is the moment when the engine participates in the collision; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation, a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0015] In the above scheme, the acceleration changes of the vehicle during the frontal collision are recorded to provide basic data for subsequent analysis. The collected collision acceleration waveform is converted into the B-pillar acceleration waveform using the time domain integral equivalent formula, making the data more intuitive and easier to analyze, and more accurately reflecting the dynamic response of the vehicle during the collision.

[0016] In one implementation, the waveform conversion of the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain specifically includes:

[0017] Measuring the internal passenger space of the target vehicle model to obtain the internal passenger space measurement result of the target vehicle model; wherein the internal passenger space measurement result includes the relative displacement between the passenger and the vehicle and the maximum relative displacement between the passenger and the vehicle at the moment when the passenger chest and the airbag have effective collision contact;

[0018] The B-pillar acceleration waveform is converted into an occupant acceleration response curve based on preset assumptions; wherein the preset assumptions are that the moment when the occupant's chest effectively collides with the airbag is assumed to be consistent with the moment when the engine participates in the collision, and that the moment when the vehicle body deformation stops is assumed to be consistent with the moment when the relative displacement between the occupant and the vehicle stops.

[0019] In the above scheme, by converting the B-pillar acceleration waveform into the occupant acceleration response curve, the dynamic response of the occupant during the collision can be analyzed more directly. It is assumed that the moment when the occupant's chest and the airbag have effective collision contact coincides with the moment when the engine participates in the collision, and the moment when the body deformation stops coincides with the moment when the relative displacement between the occupant and the vehicle stops. These assumptions simplify the model and make the conversion process more controllable and predictable.

[0020] In one implementation, generating the occupant energy density absorbed by the restraint system during the frontal collision according to the occupant acceleration response curve specifically includes:

[0021] The integral area of ​​the occupant acceleration response curve is calculated, and the integral area calculation result is used as the occupant energy density absorbed by the restraint system during the frontal collision process; wherein the expression of the calculation area result formula is:

[0022]

[0023] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; D v1 is the relative displacement between the occupant and the vehicle; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0024] In the above scheme, by calculating the integral area of ​​the occupant acceleration response curve, the energy consumed by the occupant during the collision can be directly quantified. The occupant energy density is an important indicator to measure the impact of the occupant during the collision. The lower the energy density, the less damage the occupant suffers.

[0025] In one implementation, updating the restraint system parameter design scheme based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model specifically includes:

[0026] Obtain a conventional expression for the occupant energy density absorbed by the restraint system; wherein the conventional expression is:

[0027]

[0028] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a o1 is the occupant acceleration in the first collision stage; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; a o2 is the occupant acceleration in the second collision stage; D or is the maximum relative displacement between the occupant and the vehicle; D o1 The occupant is accelerated from a o1 Switch to acceleration a o2 The relative displacement between the occupant and the vehicle at the time d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage;

[0029] The conventional expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameter; wherein the optimized value of the restraint system parameter includes the seat belt force limit value, the steering column crushing force, and the stiffness values ​​of the seat belt and the airbag.

[0030] In one implementation, solving the conventional expression based on the occupant energy density to obtain the optimized value of the restraint system parameter specifically includes:

[0031] The occupant acceleration in the first collision stage is obtained, and the seat belt force limit value and the seat belt stiffness value are calculated based on the occupant acceleration in the first collision stage; wherein the expressions of the seat belt force limit value and the seat belt stiffness value are:

[0032]

[0033] In the formula, a o1 is the occupant acceleration in the first collision stage, F bis the force limit of the seat belt; m is the mass of the occupant; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; k b is the stiffness value of the seat belt;

[0034] Obtaining the relative displacement between the occupant and the vehicle at the end of the second collision stage, and calculating the airbag stiffness value based on the relative displacement between the occupant and the vehicle at the end of the second collision stage; wherein the expressions of the airbag stiffness value and the steering column crushing force are:

[0035]

[0036] Where, d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; F s is the crushing force of the steering column.

[0037] In a second aspect, the present application also provides a constraint system parameter optimization method device, including: a waveform acquisition module, a curve conversion module and a parameter optimization module;

[0038] The waveform acquisition module is used to acquire the B-pillar acceleration waveform of the target vehicle model during the frontal collision process;

[0039] The curve conversion module is used to perform waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain;

[0040] The parameter optimization module is used to generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, update the restraint system parameter design scheme based on the occupant energy density, and obtain the restraint system parameter optimization value of the target vehicle model.

[0041] In the above scheme, when the target vehicle model is subjected to a frontal collision test, the acceleration waveform of the B-pillar is recorded, and the dynamic response of the vehicle structure in the collision is directly reflected by the B-pillar acceleration waveform. Based on the internal occupant space measurement results of the target vehicle model, the B-pillar acceleration waveform is converted into an occupant acceleration response curve in the occupant-vehicle relative displacement domain, and information more directly related to the occupant response is extracted from the body response data. According to the occupant acceleration response curve, the occupant energy density absorbed by the restraint system during the frontal collision is calculated. According to the calculated occupant energy density, the parameters of the restraint system are adjusted. By updating the design scheme of the restraint system parameters, the impact on the occupant during the collision can be effectively reduced and the safety performance of the vehicle can be improved. Optimization based on the physical quantity of occupant energy density provides a scientific theoretical basis and avoids excessive reliance on empirical data. It can be applied to the design requirements of different models, and can adapt to various body structures and collision scenarios by adjusting the model and parameters.

[0042] In one implementation, the waveform acquisition module is used to acquire the B-pillar acceleration waveform of the target vehicle model during a frontal collision, specifically including:

[0043] Collecting the collision acceleration waveform of the target vehicle model during a frontal collision at the B-pillar position;

[0044] The collision acceleration waveform is converted into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is:

[0045]

[0046] Where, t v1 is the moment when the engine participates in the collision; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation, a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0047] In one implementation, the curve conversion module is used to perform waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain, specifically including:

[0048] Measuring the internal passenger space of the target vehicle model to obtain the internal passenger space measurement result of the target vehicle model; wherein the internal passenger space measurement result includes the relative displacement between the passenger and the vehicle and the maximum relative displacement between the passenger and the vehicle at the moment when the passenger chest and the airbag have effective collision contact;

[0049] The B-pillar acceleration waveform is converted into an occupant acceleration response curve based on preset assumptions; wherein the preset assumptions are that the moment when the occupant's chest effectively collides with the airbag is assumed to be consistent with the moment when the engine participates in the collision, and that the moment when the vehicle body deformation stops is assumed to be consistent with the moment when the relative displacement between the occupant and the vehicle stops.

[0050] In one implementation, the parameter optimization module is used to generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, specifically including:

[0051] The integral area of ​​the occupant acceleration response curve is calculated, and the integral area calculation result is used as the occupant energy density absorbed by the restraint system during the frontal collision process; wherein the expression of the calculation area result formula is:

[0052]

[0053] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; D v1 is the relative displacement between the occupant and the vehicle; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0054] In one implementation, updating the restraint system parameter design scheme based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model specifically includes:

[0055] Obtain a conventional expression for the occupant energy density absorbed by the restraint system; wherein the conventional expression is:

[0056]

[0057] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a o1 is the occupant acceleration in the first collision stage; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; a o2 is the occupant acceleration in the second collision stage; D or is the maximum relative displacement between the occupant and the vehicle; D o1 The occupant is accelerated from a o1 Switch to acceleration a o2 The relative displacement between the occupant and the vehicle at the time d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage;

[0058] The conventional expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameter; wherein the optimized value of the restraint system parameter includes the seat belt force limit value, the steering column crushing force, and the stiffness values ​​of the seat belt and the airbag.

[0059] In one implementation, solving the conventional expression based on the occupant energy density to obtain the optimized value of the restraint system parameter specifically includes:

[0060] The occupant acceleration in the first collision stage is obtained, and the seat belt force limit value and the seat belt stiffness value are calculated based on the occupant acceleration in the first collision stage; wherein the expressions of the seat belt force limit value and the seat belt stiffness value are:

[0061]

[0062] In the formula, a o1 is the occupant acceleration in the first collision stage, F b is the force limit of the seat belt; m is the mass of the occupant; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; k b is the stiffness value of the seat belt;

[0063] Obtaining the relative displacement between the occupant and the vehicle at the end of the second collision stage, and calculating the airbag stiffness value based on the relative displacement between the occupant and the vehicle at the end of the second collision stage; wherein the expressions of the airbag stiffness value and the steering column crushing force are:

[0064]

[0065] Where, d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; F s is the crushing force of the steering column.

[0066] In a third aspect, the present application also provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and when the processor executes the computer program, the constraint system parameter optimization method as described above is implemented.

[0067] In a fourth aspect, the present application further provides a computer-readable storage medium, the computer-readable storage medium including a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the constraint system parameter optimization method as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 A schematic flow chart of a method for optimizing parameters of a constraint system provided in one embodiment of the present invention;

[0069] Figure 2 A schematic diagram of a double-order acceleration waveform provided in one embodiment of the present invention;

[0070] Figure 3 A schematic diagram of an occupant acceleration response curve in an occupant-vehicle relative displacement domain provided in one embodiment of the present invention;

[0071] Figure 4A schematic diagram of a double-trapezoidal occupant acceleration response curve provided in one embodiment of the present invention;

[0072] Figure 5 A schematic diagram of a B-pillar acceleration time curve provided in one embodiment of the present invention;

[0073] Figure 6 A simplified acceleration curve diagram of a B-pillar provided in one embodiment of the present invention;

[0074] Figure 7 A module schematic diagram of a constraint system parameter optimization device provided in one embodiment of the present invention. DETAILED DESCRIPTION

[0075] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0076] The terms "first" and "second" and the like in the specification, claims and drawings of this application are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products or devices.

[0077] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0078] Example 1

[0079] See also Figure 1 , Figure 1 The flowchart of a method for optimizing the parameters of a restraint system provided in an embodiment of the present invention is as follows. The embodiment of the present invention provides a method for optimizing the parameters of a restraint system, including steps 101 to 103, each of which is as follows:

[0080] Step 101: Obtain the B-pillar acceleration waveform of the target vehicle model during the frontal collision process.

[0081] In one embodiment, the step of obtaining the B-pillar acceleration waveform of the target vehicle during the frontal collision process specifically includes:

[0082] Collecting the collision acceleration waveform of the target vehicle model during a frontal collision at the B-pillar position;

[0083] The collision acceleration waveform is converted into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is:

[0084]

[0085] Where, t v1 is the moment when the engine participates in the collision; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0086] In the embodiment of the present invention, acceleration sensors are installed at the B-pillar position of the vehicle to monitor the acceleration changes of the vehicle in real time during a frontal collision. These sensors can capture the dynamic response of the vehicle structure at the moment of collision and afterwards. The collected collision acceleration waveform is converted into the B-pillar acceleration waveform through the time domain integral equivalent formula. This conversion process can convert the acceleration signal into a form that is easier to analyze and process, so as to facilitate subsequent parameter extraction and system optimization. Figure 2 , Figure 2 Schematic diagram of a double-order acceleration waveform provided in one embodiment of the present invention. The double-order acceleration waveform is used for the acceleration of the B-pillar in two different collision stages of the entire collision process. Specifically, It is used to describe the first collision stage, which represents the time integral of acceleration from the start of the collision to the moment when the engine participates in the collision. In this stage, it mainly involves the initial stage of the collision, when the engine begins to participate in the collision and the acceleration changes relatively smoothly. It is used to describe the second collision stage, which represents the time integral of the acceleration from the moment the engine participates in the collision to the moment the vehicle movement reaches the maximum deformation. This stage includes the moment when the engine fully participates in the collision until the vehicle body reaches the maximum deformation.

[0087] Step 102: performing waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain an occupant acceleration response curve in the occupant-vehicle relative displacement domain.

[0088] In one embodiment, the waveform conversion of the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain specifically includes:

[0089] The internal passenger space of the target vehicle model is measured to obtain the internal passenger space measurement result of the target vehicle model; wherein the internal passenger space measurement result includes the relative displacement between the passenger and the vehicle and the maximum relative displacement between the passenger and the vehicle at the time when the chest of the passenger effectively collides and contacts with the airbag; the B-pillar acceleration waveform is converted into an occupant acceleration response curve based on preset assumptions; wherein the preset assumptions are that the time when the chest of the passenger effectively collides and contacts with the airbag is assumed to be consistent with the time when the engine participates in the collision, and that the time when the vehicle body deformation stops is assumed to be consistent with the time when the relative displacement between the passenger and the vehicle stops.

[0090] In an embodiment of the present invention, the occupant space is accurately measured by sensor equipment or a method based on computer simulation. Sensors include displacement sensors, force sensors, etc., which can be installed on the chest of the occupant and near the airbag. Measuring the relative displacement of the occupant's chest and the airbag when they make their first effective contact during a collision can be used as an important parameter for evaluating the timing of airbag deployment, which directly affects the occupant protection effect. Measuring the maximum displacement of the occupant relative to the vehicle during a collision can be used as an important indicator for evaluating the performance of restraint systems, such as seat belts and airbags, and reflects the change in the occupant's momentum. Then, based on preset assumptions, the B-pillar acceleration collision waveform is converted into an occupant acceleration response curve, and the moment when the vehicle deformation stops, i.e., t v_end The preset assumptions can reflect the synchronization between the occupant displacement and the vehicle body deformation, simplify the interaction model between the occupant and the airbag, and facilitate the analysis of the occupant acceleration. Figure 3 , Figure 3 The occupant acceleration response curve in the occupant-vehicle relative displacement domain provided in one embodiment of the present invention reflects the acceleration change of the occupant during the collision process. v1 ), the occupant acceleration is determined by the B-pillar acceleration a v1 Dominant, in the second collision stage (t v1 to v_end ), the occupant acceleration is determined by the B-pillar acceleration a v2 leading.

[0091] Step 103: Generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, update the restraint system parameter design scheme based on the occupant energy density, and obtain the restraint system parameter optimization value of the target vehicle model.

[0092] In one embodiment, generating the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve specifically includes:

[0093] The integral area of ​​the occupant acceleration response curve is calculated, and the integral area calculation result is used as the occupant energy density absorbed by the restraint system during the frontal collision process; wherein the expression of the calculation area result formula is:

[0094]

[0095] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; D v1 is the relative displacement between the occupant and the vehicle; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0096] See also Figure 4 , Figure 4 A schematic diagram of a double trapezoidal occupant acceleration response curve provided in one embodiment of the present invention. In the occupant-vehicle relative displacement domain, the occupant acceleration response curve can usually be simplified to an ideal double trapezoidal curve. In the embodiment of the present invention, the occupant acceleration response curve, preferably, the trapezoidal curve is integrated (i.e., the area under the curve is calculated) to obtain the energy absorbed by the occupant during the collision. The integrated area corresponds to the occupant energy density, that is, the energy absorbed by the occupant per unit mass. Based on the assumed conditions, assuming that the moment of effective contact collision between the human chest and the airbag coincides with the moment when the engine participates in the collision, the occupant-vehicle relative displacement D at this moment is v1 =D O1 . D O1 Approximately equal to the distance between the occupant's chest and the steering wheel in the X direction minus the axial dimension after the airbag is deployed.

[0097] In one embodiment, the updating of the restraint system parameter design scheme based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model specifically includes:

[0098] Obtain a conventional expression for the occupant energy density absorbed by the restraint system; wherein the conventional expression is:

[0099]

[0100] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a o1 is the occupant acceleration in the first collision stage; d bis the relative displacement between the occupant and the vehicle at the end of the first collision stage; a o2 is the occupant acceleration in the second collision stage; D or is the maximum relative displacement between the occupant and the vehicle; D o1 The occupant is accelerated from a o1 Switch to acceleration a o2 The relative displacement between the occupant and the vehicle at the time d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; the conventional expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameters; wherein the optimized value of the restraint system parameters includes the seat belt force limit value, the steering column crushing force, and the stiffness values ​​of the seat belt and the airbag.

[0101] Solving the conventional expression based on the occupant energy density to obtain the optimized value of the restraint system parameter specifically includes:

[0102] In one embodiment, the occupant acceleration in the first collision stage is obtained, and the seat belt force limit value and the seat belt stiffness value are calculated based on the occupant acceleration in the first collision stage; wherein the expressions of the seat belt force limit value and the seat belt stiffness value are:

[0103]

[0104] In the formula, a o1 is the occupant acceleration in the first collision stage, F b is the force limit of the seat belt; m is the mass of the occupant; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; k b is the stiffness value of the seat belt;

[0105] Obtaining the relative displacement between the occupant and the vehicle at the end of the second collision stage, and calculating the airbag stiffness value based on the relative displacement between the occupant and the vehicle at the end of the second collision stage; wherein the expressions of the airbag stiffness value and the steering column crushing force are:

[0106]

[0107] Where, d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; F s is the crushing force of the steering column.

[0108] In an embodiment of the present invention, initial restraint system parameters (such as seat belt force limit value, steering column crushing force, and stiffness values ​​of seat belts and airbags) are determined based on spatial geometric data of a target vehicle model, and after obtaining a conventional expression for occupant energy density, the occupant energy density obtained based on an occupant response acceleration curve is substituted into the conventional expression for analysis to obtain optimized values ​​of restraint system parameters such as seat belt force limit value, steering column crushing force, and stiffness values ​​of seat belts and airbags.

[0109] For example, see Figure 5 , Figure 5 FIG. 1 is a schematic diagram of a B-pillar acceleration time curve provided in an embodiment of the present invention. It is known that the B-pillar acceleration time history curve of a certain family-type passenger car under a 50km / h frontal rigid wall collision is as follows: Figure 5 As shown, the interior space of the passenger compartment of this vehicle model was measured. Based on the measured results of the interior space of the members and the conventional expression of the occupant energy density, the main parameters of the restraint system were forward designed, including the seat belt force limit, the steering column crushing force, the steering column crushing distance, the occupant impact stiffness of the seat belt and the airbag, the seat belt pre-tightening time, the airbag ignition time, etc. Then, based on the time domain integral equivalent formula, the B-pillar acceleration time curve was converted into a double-order acceleration curve, where the a of the curve is v1 =146.3m / s 2 ,a v2 =327.6m / s 2 .

[0110] Then, based on the measured results of the occupant's internal space, the distance from the occupant's chest to the steering wheel is determined, and the crushable distance of the steering column is set to 0.05m. At the same time, the maximum relative displacement between the occupant and the vehicle can be estimated based on the axial distance after the airbag is deployed, and then the appropriate relative displacement between the occupant and the vehicle when the chest and the airbag have an effective collision contact can be determined: D or =0.28m,D o1 =0.1m. Figure 6 , Figure 6 A simplified B-pillar acceleration curve diagram is provided in one embodiment of the present invention. According to the aforementioned assumptions, a simplified B-pillar acceleration curve diagram in the occupant-vehicle relative displacement domain can be obtained, and the occupant energy density that the restraint system needs to absorb during the entire collision process can be obtained by calculating the area enclosed by the curve, which is approximately 73.6 J / kg.

[0111] As an optimization scheme of the embodiment of the present invention, since the restraint system needs to absorb a high occupant energy, in order to avoid excessive chest acceleration of the occupant, the occupant dynamic impact stiffness of the seat belt and airbag can be appropriately increased according to the actual engineering situation, and the stiffness k=k a =k b ≈2500 / s2 Based on the calculated occupant energy density, the conventional expression of occupant energy density is re-solved, and the results are as follows:

[0112]

[0113] Based on the above solution results, combined with the actual parameter value range of the restraint system components and the original B-pillar acceleration waveform, the seat belt force limit value can be selected as 4500N and the steering column crushing force can be selected as 6000N, and the optimized values ​​of the restraint system parameters can be obtained.

[0114] In an embodiment of the present invention, a restraint system parameter optimization device is also provided, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, the restraint system parameter optimization method described above is implemented.

[0115] In an embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored computer program. When the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned constraint system parameter optimization method.

[0116] Exemplarily, the computer program may be divided into one or more modules, one or more modules are stored in a memory and executed by a processor to implement the present invention. One or more modules may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in the constraint system parameter optimization device.

[0117] The restraint system parameter optimization device may be a computing device such as a desktop computer, a notebook, a PDA, and a cloud server. The restraint system parameter optimization device may include, but is not limited to, a processor, a memory, and a display. A person skilled in the art may understand that the above components are merely examples of restraint system parameter optimization devices and do not constitute a limitation on restraint system parameter optimization processing devices. The restraint system parameter optimization device may include more or fewer components than the components, or a combination of certain components, or different components. For example, the restraint system parameter optimization device may also include input and output devices, network access devices, buses, etc.

[0118] The processor may be a central processing unit (CPU), 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. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the constraint system parameter optimization device, and uses various interfaces and lines to connect various parts of the entire constraint system parameter optimization processing device.

[0119] The memory can be used to store computer programs and / or modules. The processor realizes various functions of the fuel cell performance recovery device by running or executing the computer programs and / or modules stored in the memory and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, a text conversion function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, text message data, etc.), etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (FlashCard), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0120] Wherein, if the module based on the optimization of the constraint system parameters 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 such an understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Wherein, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, 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, etc. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0121] The embodiment of the present invention provides a method for optimizing the parameters of a restraint system. When a target vehicle model is subjected to a frontal collision test, the acceleration waveform of the B-pillar is recorded, and the dynamic response of the vehicle structure in the collision is directly reflected by the B-pillar acceleration waveform. Based on the internal passenger space measurement results of the target vehicle model, the B-pillar acceleration waveform is converted into an occupant acceleration response curve in the occupant-vehicle relative displacement domain, and information more directly related to the occupant response is extracted from the vehicle body response data. According to the occupant acceleration response curve, the occupant energy density absorbed by the restraint system during the frontal collision is calculated. According to the calculated occupant energy density, the parameters of the restraint system are adjusted. By updating the design scheme of the restraint system parameters, the impact on the occupant during the collision can be effectively reduced, and the safety performance of the vehicle can be improved. The optimization based on the physical quantity of the occupant energy density provides a scientific theoretical basis and avoids excessive reliance on empirical data. It can be applied to the design requirements of different vehicle models, and can adapt to various vehicle body structures and collision scenarios by adjusting the model and parameters.

[0122] Example 2

[0123] See also Figure 7 , Figure 7 The module diagram of a restraint system parameter optimization device provided in an embodiment of the present invention. The present invention provides a restraint system parameter optimization method device, including: a waveform acquisition module 201, a curve conversion module 202 and a parameter optimization module 203;

[0124] The waveform acquisition module 201 is used to acquire the B-pillar acceleration waveform of the target vehicle model during the frontal collision process;

[0125] The curve conversion module 202 is used to perform waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain;

[0126] The parameter optimization module 203 is used to generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, update the restraint system parameter design scheme based on the occupant energy density, and obtain the restraint system parameter optimization value of the target vehicle model.

[0127] In one embodiment, the waveform acquisition module 201 is used to acquire the B-pillar acceleration waveform of the target vehicle model during the frontal collision process, specifically including: collecting the collision acceleration waveform of the target vehicle model during the frontal collision process at the B-pillar position; converting the collision acceleration waveform into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is:

[0128]

[0129] Where, t v1 is the moment when the engine participates in the collision; a v is the B-pillar acceleration; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0130] In one embodiment, the curve conversion module is used to perform waveform conversion on the B-pillar acceleration waveform according to the internal occupant space measurement result of the target vehicle model to obtain the occupant acceleration response curve in the occupant-vehicle relative displacement domain, specifically including: measuring the internal occupant space of the target vehicle model to obtain the internal occupant space measurement result of the target vehicle model; wherein the internal occupant space measurement result includes the occupant-vehicle relative displacement and the maximum occupant-vehicle relative displacement at the moment when the occupant chest and the airbag have an effective collision contact; converting the B-pillar acceleration waveform into the occupant acceleration response curve based on preset assumptions; wherein the preset assumptions are assuming that the moment when the occupant chest and the airbag have an effective collision contact is consistent with the moment when the engine participates in the collision, and assuming that the moment when the vehicle body deformation stops is consistent with the moment when the occupant-vehicle relative displacement stops.

[0131] In one embodiment, the parameter optimization module is used to generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, specifically including: calculating the integral area of ​​the occupant acceleration response curve, and using the integral area calculation result as the occupant energy density absorbed by the restraint system during the frontal collision process; wherein the expression of the calculation area result formula is:

[0132]

[0133] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a v is the acceleration of the B-pillar; a v1 is the first-order acceleration of the double-order acceleration waveform; D v1 is the relative displacement between the occupant and the vehicle; a v2 It is the second-order acceleration of the double-order acceleration waveform.

[0134] In one embodiment, the updating of the restraint system parameter design scheme based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model specifically includes: obtaining a conventional expression of the occupant energy density absorbed by the restraint system; wherein the conventional expression is:

[0135]

[0136] In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a o1 is the occupant acceleration in the first collision stage; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; a o2 is the occupant acceleration in the second collision stage; D or is the maximum relative displacement between the occupant and the vehicle; D o1 The occupant is accelerated from a o1 Switch to acceleration a o2 The relative displacement between the occupant and the vehicle at the time d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; the conventional expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameters; wherein the optimized value of the restraint system parameters includes the seat belt force limit value, the steering column crushing force, and the stiffness values ​​of the seat belt and the airbag.

[0137] In one embodiment, solving the conventional expression based on the occupant energy density to obtain the optimized value of the restraint system parameter specifically includes: obtaining the occupant acceleration in the first collision stage, and calculating the seat belt force limit value and the seat belt stiffness value based on the occupant acceleration in the first collision stage; wherein the expressions of the seat belt force limit value and the seat belt stiffness value are:

[0138]

[0139] In the formula, a o1 is the occupant acceleration in the first collision stage, F b is the force limit of the seat belt; m is the mass of the occupant; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; k b is the stiffness value of the seat belt;

[0140] Obtaining the relative displacement between the occupant and the vehicle at the end of the second collision stage, and calculating the airbag stiffness value based on the relative displacement between the occupant and the vehicle at the end of the second collision stage; wherein the expressions of the airbag stiffness value and the steering column crushing force are:

[0141]

[0142] Where, d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; F s is the crushing force of the steering column.

[0143] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0144] The embodiment of the present invention provides a restraint system parameter optimization device. When a target vehicle model is subjected to a frontal collision test, the acceleration waveform of the B-pillar is recorded, and the dynamic response of the vehicle structure in the collision is directly reflected through the B-pillar acceleration waveform. Based on the internal passenger space measurement results of the target vehicle model, the B-pillar acceleration waveform is converted into an occupant acceleration response curve in the occupant-vehicle relative displacement domain, and information more directly related to the occupant response is extracted from the vehicle body response data. According to the occupant acceleration response curve, the occupant energy density absorbed by the restraint system during the frontal collision is calculated. According to the calculated occupant energy density, the parameters of the restraint system are adjusted. By updating the restraint system parameter design scheme, the impact on the occupant during the collision can be effectively reduced, and the safety performance of the vehicle can be improved. Optimization based on the physical quantity of occupant energy density provides a scientific theoretical basis and avoids excessive reliance on empirical data. It can be applicable to the design requirements of different vehicle models, and can adapt to various vehicle body structures and collision scenarios by adjusting the model and parameters.

[0145] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A method for optimizing constraint system parameters, characterized in that: include: Obtain the B-pillar acceleration waveform of the target vehicle model during the frontal collision process; Performing waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain an occupant acceleration response curve in the occupant-vehicle relative displacement domain; The occupant energy density absorbed by the restraint system during the frontal collision is generated according to the occupant acceleration response curve, and the restraint system parameter design scheme is updated based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model.

2. A method for optimizing constraint system parameters as claimed in claim 1, characterized in that: The step of obtaining the B-pillar acceleration waveform of the target vehicle during the frontal collision process specifically includes: Collecting the collision acceleration waveform of the target vehicle model during a frontal collision at the B-pillar position; The collision acceleration waveform is converted into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is: Where, t v1 is the moment when the engine participates in the collision; a v is the acceleration of the B-pillar; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation; a v2 It is the second-order acceleration of the double-order acceleration waveform.

3. A method for optimizing constraint system parameters as claimed in claim 2, characterized in that: The waveform conversion of the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain specifically includes: Measuring the internal passenger space of the target vehicle model to obtain the internal passenger space measurement result of the target vehicle model; wherein the internal passenger space measurement result includes the relative displacement between the passenger and the vehicle and the maximum relative displacement between the passenger and the vehicle at the moment when the passenger chest and the airbag have effective collision contact; The B-pillar acceleration waveform is converted into an occupant acceleration response curve based on preset assumptions; wherein the preset assumptions are that the moment when the occupant's chest effectively collides with the airbag is assumed to be consistent with the moment when the engine participates in the collision, and that the moment when the vehicle body deformation stops is assumed to be consistent with the moment when the relative displacement between the occupant and the vehicle stops.

4. A method for optimizing constraint system parameters as claimed in claim 1, characterized in that: Generating the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve specifically includes: The integral area of ​​the occupant acceleration response curve is calculated, and the integral area calculation result is used as the occupant energy density absorbed by the restraint system during the frontal collision process; wherein the expression of the calculation area result formula is: In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a v is the acceleration of the B-pillar; a v1 is the first-order acceleration of the double-order acceleration waveform; D v1 is the relative displacement between the occupant and the vehicle; a v2 It is the second-order acceleration of the double-order acceleration waveform.

5. A method for optimizing constraint system parameters as claimed in claim 1, characterized in that: The updating of the restraint system parameter design scheme based on the occupant energy density to obtain the restraint system parameter optimization value of the target vehicle model specifically includes: Obtain a conventional expression for the occupant energy density absorbed by the restraint system; wherein the conventional expression is: In the formula, E r is the energy density of the occupant; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the displacement of the occupant; a o1 is the occupant acceleration in the first collision stage; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; a o2 is the occupant acceleration in the second collision stage; D or is the maximum relative displacement between the occupant and the vehicle; D o1 The occupant is accelerated from a o1 Switch to acceleration a o2 The relative displacement between the occupant and the vehicle at the time d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; The conventional expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameter; wherein the optimized value of the restraint system parameter includes the seat belt force limit value, the steering column crushing force, and the stiffness values ​​of the seat belt and the airbag.

6. A method for optimizing constraint system parameters as claimed in claim 5, characterized in that: Solving the conventional expression based on the occupant energy density to obtain the optimized value of the restraint system parameter specifically includes: The occupant acceleration in the first collision stage is obtained, and the seat belt force limit value and the seat belt stiffness value are calculated based on the occupant acceleration in the first collision stage; wherein the expressions of the seat belt force limit value and the seat belt stiffness value are: In the formula, a o1 is the occupant acceleration in the first collision stage, F b is the force limit of the seat belt; m is the mass of the occupant; d b is the relative displacement between the occupant and the vehicle at the end of the first collision stage; k b is the stiffness value of the seat belt; Obtaining the relative displacement between the occupant and the vehicle at the end of the second collision stage, and calculating the airbag stiffness value based on the relative displacement between the occupant and the vehicle at the end of the second collision stage; wherein the expressions of the airbag stiffness value and the steering column crushing force are: Where, d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage; F s is the crushing force of the steering column.

7. A method and device for optimizing constraint system parameters, characterized in that: include: Waveform acquisition module, curve conversion module and parameter optimization module; The waveform acquisition module is used to acquire the B-pillar acceleration waveform of the target vehicle model during the frontal collision process; The curve conversion module is used to perform waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain; The parameter optimization module is used to generate the occupant energy density absorbed by the restraint system during the frontal collision process according to the occupant acceleration response curve, update the restraint system parameter design scheme based on the occupant energy density, and obtain the restraint system parameter optimization value of the target vehicle model.

8. A method and device for optimizing constraint system parameters as claimed in claim 7, characterized in that: The waveform acquisition module is used to obtain the B-pillar acceleration waveform of the target vehicle model during the frontal collision process, specifically including: Collecting the collision acceleration waveform of the target vehicle model during a frontal collision at the B-pillar position; The collision acceleration waveform is converted into the B-pillar acceleration waveform based on the time domain integral equivalent formula; wherein the B-pillar acceleration waveform is a double-order acceleration waveform, and the expression of the time domain integral equivalent formula is: Where, t v1 is the moment when the engine participates in the collision; a v is the acceleration of the B-pillar; a v1 is the first-order acceleration of the double-order acceleration waveform; t v_end is the moment when the vehicle body reaches the maximum deformation, a v2 It is the second-order acceleration of the double-order acceleration waveform.

9. A terminal device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the method for optimizing the parameters of the constraint system as claimed in any one of claims 1 to 6 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the constraint system parameter optimization method as described in any one of claims 1 to 6.

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