A method and apparatus for optimizing system parameters, a terminal device, and a storage medium

Abstract

The application provides a restraint system parameter optimization method and device, terminal equipment and a storage medium. The method comprises the following steps: obtaining a B column acceleration waveform of a target vehicle model in a frontal collision process; performing waveform conversion on the B column acceleration waveform according to internal passenger space measurement results of the target vehicle model to obtain a passenger acceleration response curve in a passenger-vehicle relative displacement domain; generating a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve; and updating a restraint system parameter design scheme based on the passenger energy density to obtain an optimized value of the restraint system parameter of the target vehicle model. The application can improve the safety and effectiveness of the restraint system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle safety engineering, in particular to a restraint system parameter optimization method and device, a terminal equipment and a storage medium. BACKGROUND

[0002] Restraint system refers to a series of devices and systems used to protect passengers in the event of a vehicle collision. The main role of these systems is to limit the movement of passengers and reduce the impact force and injury of passengers during the collision. Restraint system usually includes seat belts, airbags, steering columns, seat structures, door structures and other components. Restraint system plays a crucial role in vehicle safety, especially in frontal collisions, side collisions, rollover accidents, etc. Restraint system can effectively reduce the mortality rate of passengers. According to statistical data, the survival rate of passengers in vehicles equipped with perfect restraint systems in accidents is significantly improved.

[0003] In the early stage of vehicle development, the design of restraint system usually relies on empirical data and historical cases. The design scheme mainly includes the following steps: the design team preliminarily determines the parameters of the restraint system according to the design experience and test data of similar vehicle models in the past; using computer simulation software to perform virtual crash test on the restraint system to evaluate its performance; manufacturing a prototype vehicle to perform actual crash test to verify the performance of the restraint system; adjusting the parameters of the restraint system, such as the pretightening force of the seat belt and the inflation speed of the airbag, according to the results of simulation and actual test. The existing design scheme can meet the requirements of vehicle safety performance to some extent, but still has some defects and deficiencies. In the early stage of vehicle development, the design of restraint system often relies too much on empirical data and historical cases, lacking scientific theoretical basis. This design method may lead to suboptimal parameter settings, increasing the risk of later testing and modification. And this design method lacks systematic optimization means, often relying on the experience of designers. This method may cause some potential safety hazards to be ignored, affecting the overall safety performance of the vehicle. SUMMARY

[0004] The present application aims to provide a restraint system parameter optimization method, device, terminal equipment and storage medium 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 application provides a restraint system parameter optimization method, comprising:

[0006] obtaining 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 results of the target vehicle model to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain;

[0008] According to the occupant acceleration response curve, the occupant energy density absorbed by the restraint system during the front collision process is generated, the restraint system parameter design scheme is updated based on the occupant energy density, and the optimized value of the restraint system parameter of the target vehicle model is obtained.

[0009] In the above scheme, when the target vehicle model is subjected to a front collision test, the acceleration waveform of the B-pillar is recorded, which directly reflects the dynamic response of the vehicle structure during the collision. Based on the measurement results of the internal occupant space 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 more directly related information about 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 front collision process is calculated. According to the calculated occupant energy density, the parameters of the restraint system are adjusted, and by updating the restraint system parameter design scheme, the impact on the occupant during the collision process can be effectively reduced, and the safety performance of the vehicle can be improved. Based on the optimization of the physical quantity of the occupant energy density, a scientific theoretical basis is provided, and excessive reliance on empirical data is avoided. It can be applied to the design requirements of different vehicle models, and by adjusting the model and parameters, it can adapt to various vehicle body structures and collision scenarios.

[0010] In an implementation manner, the B-pillar acceleration waveform of the target vehicle during the front collision process is obtained, specifically comprising:

[0011] The collision acceleration waveform of the target vehicle model during the front collision process is collected at the position of the B-pillar;

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

[0013]

[0014] In the formula, t v1 is the time when the engine participates in the collision; a v is the B-pillar acceleration; a v1 is the first-stage acceleration of the double-stage acceleration waveform; t v_end is the time when the vehicle body motion reaches the maximum deformation, a v2 is the second-stage acceleration of the double-stage acceleration waveform.

[0015] In the above scheme, the acceleration change of the vehicle during the front collision process is 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 process.

[0016] In an implementation manner, the B-pillar acceleration waveform is converted into a passenger acceleration response curve in a passenger-vehicle relative displacement domain according to the internal passenger space measurement result of the target vehicle, and specifically includes:

[0017] The internal passenger space of the target vehicle is measured to obtain an internal passenger space measurement result of the target vehicle, wherein the internal passenger space measurement result includes a passenger-vehicle relative displacement when a passenger chest effectively collides with an airbag and a passenger-vehicle maximum relative displacement;

[0018] The B-pillar acceleration waveform is converted into a passenger acceleration response curve based on preset assumption conditions, wherein the preset assumption conditions are that the time when the passenger chest effectively collides with the airbag is consistent with the time when the engine participates in the collision, and the time when the vehicle body deformation stops is consistent with the time when the passenger-vehicle relative displacement stops.

[0019] In the above scheme, the B-pillar acceleration waveform is converted into a passenger acceleration response curve, so that the dynamic response of the passenger in the collision process can be more directly analyzed. The time when the passenger chest effectively collides with the airbag is assumed to be consistent with the time when the engine participates in the collision, and the time when the vehicle body deformation stops is assumed to be consistent with the time when the passenger-vehicle relative displacement stops. These assumption conditions simplify the model, making the conversion process more controllable and predictable.

[0020] In an implementation manner, the passenger energy density absorbed by the restraint system during the front collision process is generated according to the passenger acceleration response curve, and specifically includes:

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

[0022]

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

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

[0025] In an implementation manner, the constraint system parameter design scheme is updated based on the occupant energy density to obtain an optimized value of the constraint system parameter of the target vehicle model, and specifically includes:

[0026] A general expression of the occupant energy density absorbed by the constraint system is obtained; wherein the general expression is:

[0027]

[0028] In the formula, E r is the occupant energy density; Dor is the maximum relative displacement between the occupant and the vehicle; a o is the occupant acceleration; s or is the occupant displacement; 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 is the relative displacement between the occupant and the vehicle when the occupant switches from acceleration a o1 to acceleration a o2 ; d a is the relative displacement between the occupant and the vehicle at the end of the second collision stage;

[0029] The general expression is solved based on the occupant energy density to obtain the optimized value of the constraint system parameter; wherein the optimized value of the constraint system parameter includes a safety belt limiting force value, a steering column crushing force, and a safety belt and airbag stiffness value.

[0030] In an implementation manner, the general expression is solved based on the occupant energy density to obtain the optimized value of the constraint system parameter, and specifically includes:

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

[0032]

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

[0034] obtaining the passenger-vehicle relative displacement at the end of the second collision phase, calculating an airbag stiffness value based on the passenger-vehicle relative displacement at the end of the second collision phase; wherein the expression of the airbag stiffness value and the crush force of the steering column is:

[0035]

[0036] wherein d a is the passenger-vehicle relative displacement at the end of the second collision phase; F s is the crush force of the steering column.

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

[0038] The waveform acquisition module is configured to acquire a B-pillar acceleration waveform of a target vehicle model in a frontal collision process.

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

[0040] The parameter optimization module is configured to generate a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve, and update a restraint system parameter design scheme based on the passenger energy density, to obtain a 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, which directly reflects the dynamic response of the vehicle structure in the collision. Based on the internal passenger space measurement results of the target vehicle model, the B-pillar acceleration waveform is converted into a passenger acceleration response curve in a passenger-vehicle relative displacement domain, and more directly relevant information for the passenger response is extracted from the vehicle body response data. According to the passenger acceleration response curve, the passenger energy density absorbed by the restraint system in the frontal collision process is calculated. According to the calculated passenger energy density, the parameters of the restraint system are adjusted, and by updating the restraint system parameter design scheme, the impact on the passenger during the collision process can be effectively reduced, and the safety performance of the vehicle can be improved. Based on the optimization of the physical quantity of the passenger energy density, a scientific theoretical basis is provided, and excessive reliance on empirical data is avoided. It can be applied to the design requirements of different vehicle models, and by adjusting the model and parameters, it can adapt to various vehicle body structures and collision scenarios.

[0042] In an implementation manner, the waveform obtaining module is configured to obtain a B-pillar acceleration waveform of the target vehicle in a frontal collision process, and specifically comprises:

[0043] collecting a collision acceleration waveform of the target vehicle in the frontal collision process at the B-pillar position;

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

[0045]

[0046] wherein, t v1 is an engine participation collision time; a v is a B-pillar acceleration; a v1 is a first-stage acceleration of the double-stage acceleration waveform; t v_end is a vehicle body motion maximum deformation time, a v2 is a second-stage acceleration of the double-stage acceleration waveform.

[0047] In an implementation manner, the curve converting module is configured to perform waveform conversion on the B-pillar acceleration waveform according to an internal occupant space measurement result of the target vehicle, to obtain an occupant acceleration response curve in an occupant-vehicle relative displacement domain, and specifically comprises:

[0048] measuring the internal occupant space of the target vehicle to obtain an internal occupant space measurement result of the target vehicle; wherein the internal occupant space measurement result comprises an occupant-vehicle relative displacement at a time when an occupant chest and an airbag effectively collide and contact, and an occupant-vehicle maximum relative displacement;

[0049] converting the B-pillar acceleration waveform into the occupant acceleration response curve based on a preset assumption condition; wherein the preset assumption condition is that the time when the occupant chest and the airbag effectively collide and contact is consistent with the engine participation collision time, and the vehicle body deformation stop time is consistent with the occupant-vehicle relative displacement stop time.

[0050] In an implementation manner, the parameter optimization module is configured to generate an occupant energy density absorbed by a restraint system in the frontal collision process according to the occupant acceleration response curve, and specifically comprises:

[0051] calculating an integral area of the occupant acceleration response curve, and taking a calculation result of the integral area as the occupant energy density absorbed by the restraint system in the frontal collision process; wherein an expression of the area calculation result formula is:

[0052]

[0053] wherein E r is the occupant energy density; Dor is the occupant-vehicle maximum relative displacement; a o is the occupant acceleration; s or is the occupant displacement; a v is the B-pillar acceleration; a v1 is the first-order acceleration of a two-order acceleration waveform; D v1 is the occupant-vehicle relative displacement; a v2 is the second-order acceleration of a two-order acceleration waveform.

[0054] In an implementation manner, the updating the constraint system parameter design scheme based on the occupant energy density to obtain the constraint system parameter optimization value of the target vehicle model specifically comprises:

[0055] obtaining a general expression of the occupant energy density absorbed by the constraint system; wherein the general expression is:

[0056]

[0057] wherein E r is the occupant energy density; Dor is the occupant-vehicle maximum relative displacement; a o is the occupant acceleration; s or is the occupant displacement; a o1 is the first collision phase occupant acceleration; d b is the occupant-vehicle relative displacement at the end of the first collision phase; a o2 is the second collision phase occupant acceleration; D or is the occupant-vehicle maximum relative displacement; D o1 is the occupant-vehicle relative displacement when the occupant switches from the acceleration a o1 to the acceleration a o2 ; d a is the occupant-vehicle relative displacement at the end of the second collision phase;

[0058] solving the general expression based on the occupant energy density to obtain the constraint system parameter optimization value; wherein the constraint system parameter optimization value comprises a seatbelt limiting force value, a steering column crushing force value, and a seatbelt and airbag stiffness value.

[0059] In an implementation manner, the solving the general expression based on the occupant energy density to obtain the constraint system parameter optimization value specifically comprises:

[0060] Obtain the occupant acceleration during the first collision phase, and calculate the seat belt force limiting value and seat belt stiffness value based on the occupant acceleration during the first collision phase; wherein, the expressions for the seat belt force limiting value and the seat belt stiffness value are:

[0061]

[0062] In the formula, a o1 For the occupant acceleration during the first collision phase, F b d represents the seatbelt force limit; m represents the occupant mass; d represents the seatbelt force limit. b k represents the occupant-vehicle relative displacement at the end of the first collision phase. b This refers to the seatbelt stiffness value.

[0063] Obtain the occupant-vehicle relative displacement at the end of the second collision phase, and calculate the airbag stiffness value based on the occupant-vehicle relative displacement at the end of the second collision phase; wherein, the expressions for the airbag stiffness value and the steering column crush force are:

[0064]

[0065] In the formula, d a F represents the occupant-vehicle relative displacement at the end of the second collision phase. s This refers to the crushing force of the steering column.

[0066] Thirdly, this 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, wherein the processor executes the computer program to implement the constraint system parameter optimization method as described above.

[0067] Fourthly, this application also provides a computer-readable storage medium, which includes a stored computer program, wherein, when the computer program is running, it controls the device where the computer-readable storage medium is located to execute the constraint system parameter optimization method as described above. Attached Figure Description

[0068] Figure 1 This is a flowchart illustrating a method for optimizing constraint system parameters according to an embodiment of the present invention;

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

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

[0071] Figure 4A double trapezoidal passenger acceleration response curve diagram provided in an embodiment of the present application;

[0072] Figure 5 A B column acceleration time curve diagram provided in an embodiment of the present application;

[0073] Figure 6 A B column simplified acceleration curve diagram provided in an embodiment of the present application;

[0074] Figure 7 A module diagram of a restraint system parameter optimization device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] The specific embodiments of the present application will be further described in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0076] The terms "first" and "second" and the like in the specification and claims of the present application and the accompanying drawings are used to distinguish different objects, and are not used to describe a specific order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device.

[0077] In this document, the term "embodiment" means that the specific features, structures or characteristics described in connection with the embodiment can be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily mean the same embodiment, nor is it independent or alternative to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0078] Embodiment 1

[0079] Reference Figure 1 , Figure 1 A flowchart of a restraint system parameter optimization method provided in an embodiment of the present application. The embodiment of the present application provides a restraint system parameter optimization method, which includes steps 101 to 103, and each step is as follows:

[0080] Step 101: Obtain the B column acceleration waveform of the target vehicle in the process of frontal collision.

[0081] In an embodiment, the B column acceleration waveform of the target vehicle in the process of frontal collision is obtained, specifically including:

[0082] collecting a collision acceleration waveform of the target vehicle model in a process of a front collision at a B-pillar position;

[0083] converting the collision acceleration waveform into the B-pillar acceleration waveform based on a time-domain integral equivalent formula, wherein the B-pillar acceleration waveform is a two-stage acceleration waveform, and an expression of the time-domain integral equivalent formula is:

[0084]

[0085] wherein t v1 is an engine participation time in the collision; a v is the B-pillar acceleration; a v1 is a first-stage acceleration of the two-stage acceleration waveform; t v_end is a maximum deformation time of the vehicle body motion; a v2 is a second-stage acceleration of the two-stage acceleration waveform.

[0086] In the embodiment of the application, acceleration sensors are installed at the B-pillar position of the vehicle to monitor the acceleration change of the vehicle in the process of the front collision in real time. These sensors can capture the dynamic response of the vehicle structure at the moment of the collision and after the collision. The collected collision acceleration waveform is converted into the B-pillar acceleration waveform through the time-domain integral equivalent formula. The 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. Referring to Figure 2 , Figure 2 is a two-stage acceleration waveform diagram provided in an embodiment of the application. The two-stage acceleration waveform is used for the B-pillar acceleration in two different collision stages in the entire collision process. Specifically, is used to describe the first collision stage, indicating the acceleration-time integral from the start of the collision to the engine participation time in the collision. In this stage, the main involvement is the initial stage of the collision, the engine starts to participate in the collision, and the acceleration change is relatively stable. is used to describe the second collision stage, indicating the acceleration-time integral from the engine participation time in the collision to the maximum deformation time of the vehicle body motion. This stage includes the time from the engine fully participating in the collision to the maximum deformation of the vehicle body.

[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 a passenger acceleration response curve in a passenger-vehicle relative displacement domain.

[0088] In an embodiment, the 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 includes:

[0089] measuring an interior occupant space of the target vehicle model to obtain an interior occupant space measurement result of the target vehicle model, wherein the interior occupant space measurement result comprises an occupant-vehicle relative displacement at a time when an occupant chest and an airbag effectively collide and an occupant-vehicle maximum relative displacement; and converting the B-pillar acceleration waveform into an occupant acceleration response curve based on a preset assumption condition, wherein the preset assumption condition comprises assuming that the time when the occupant chest and the airbag effectively collide is consistent with the time when the engine participates in the collision, and assuming that the time when the vehicle body deformation stops is consistent with the time when the occupant-vehicle relative displacement stops.

[0090] In the embodiment of the present application, the occupant space is accurately measured by a sensor device or a computer simulation method. The sensor includes a displacement sensor, a force sensor, etc., and can be installed near the occupant's chest and the airbag. The relative displacement of the occupant chest and the airbag at the first effective contact during the collision process can be used as an important parameter for evaluating the airbag deployment timing, and directly affects the occupant protection effect. The maximum displacement of the occupant relative to the vehicle during the collision process can be used as an important indicator for evaluating the performance of the restraint system, such as the seat belt and the airbag, and reflects the change in the momentum of the occupant. Then, the B-pillar acceleration collision waveform is converted into an occupant acceleration response curve based on a preset assumption condition. The time when the vehicle body deformation stops is t v_end , which is consistent with the time when the occupant-vehicle relative displacement stops. Through the preset assumption condition, the synchronism of the occupant displacement and the vehicle body deformation can be reflected, the occupant and airbag interaction model is simplified, and the occupant acceleration can be conveniently analyzed. Referring to Figure 3 , Figure 3 The present application provides an occupant acceleration response curve under an occupant-vehicle relative displacement domain. The occupant acceleration response curve reflects the acceleration change of the occupant during the collision process. In the first collision stage (0 to t v1 ), the occupant acceleration is dominated by the B-pillar acceleration a v1 . In the second collision stage (t v1 to t v_end ), the occupant acceleration is dominated by the B-pillar acceleration a v2 .

[0091] Step 103: generating an occupant energy density absorbed by the restraint system during the front collision process according to the occupant acceleration response curve, updating a restraint system parameter design scheme based on the occupant energy density to obtain an optimized value of the restraint system parameter of the target vehicle model.

[0092] In an embodiment, the generating of the occupant energy density absorbed by the restraint system during the front collision process according to the occupant acceleration response curve specifically comprises:

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

[0094]

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

[0096] Referring to Figure 4 , Figure 4 is a double-trapezoidal passenger acceleration response curve provided in an embodiment of the present application. In the passenger-vehicle relative displacement domain, the passenger acceleration response curve can generally be simplified as an ideal double-trapezoidal curve. In the embodiment of the present application, the passenger acceleration response curve is preferably integrated (i.e., the area below the curve is calculated) to obtain the energy absorbed by the passenger during the collision process. The integral area corresponds to the passenger energy density, i.e., the energy absorbed by the passenger per unit mass. Based on the assumption condition, it is assumed that the effective contact collision moment between the human chest and the airbag is consistent with the moment when the engine participates in the collision, and at this moment, the passenger-vehicle relative displacement D v1 is equal to D O1 . D O1 is approximately equal to the distance between the passenger's chest and the steering wheel in the X direction minus the axial size of the airbag after deployment.

[0097] In an embodiment, the passenger energy density is used to update the restraint system parameter design scheme to obtain the optimized value of the restraint system parameter of the target vehicle model, and the method specifically comprises the following steps:

[0098] A conventional expression of the passenger energy density absorbed by the restraint system is obtained; wherein the conventional expression is:

[0099]

[0100] In the formula, E r is the passenger energy density; Dor is the passenger-vehicle maximum relative displacement; a o is the passenger acceleration; s or is the passenger displacement; a o1 is the passenger acceleration in the first collision stage; d bis the occupant-vehicle relative displacement at the end of the first crash phase; a o2 is the occupant acceleration in the second crash phase; D or is the maximum occupant-vehicle relative displacement; D o1 is the occupant acceleration from a o1 switching to the acceleration a o2 is the occupant-vehicle relative displacement at the time of switching to the acceleration a a is the occupant-vehicle relative displacement at the end of the second crash phase; the regular 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 a seat belt force limit value, a steering column crush force value, and a seat belt and airbag stiffness value.

[0101] The regular expression is solved based on the occupant energy density to obtain the optimized value of the restraint system parameter, and specifically includes:

[0102] In an embodiment, the occupant acceleration in the first crash phase 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 crash phase; wherein the expression of the seat belt force limit value and the seat belt stiffness value is:

[0103]

[0104] wherein a o1 is the occupant acceleration in the first crash phase, F b is the seat belt force limit value; m is the mass of the occupant; d b is the occupant-vehicle relative displacement at the end of the first crash phase; k b is the seat belt stiffness value;

[0105] The occupant-vehicle relative displacement at the end of the second crash phase is obtained, and the airbag stiffness value is calculated based on the occupant-vehicle relative displacement at the end of the second crash phase; wherein the expression of the airbag stiffness value and the steering column crush force value is:

[0106]

[0107] wherein d a is the occupant-vehicle relative displacement at the end of the second crash phase; F s is the crush force of the steering column.

[0108] In the embodiment of the present application, according to the space geometry data of the target vehicle model, the initial restraint system parameters (such as the safety belt limiting force value, the steering column crushing force, and the safety belt and airbag stiffness value) are determined, the passenger energy density obtained based on the passenger response acceleration curve is substituted into the conventional expression for analysis after the conventional expression of the passenger energy density is obtained, and the optimized values of the safety belt limiting force value, the steering column crushing force, and the safety belt and airbag stiffness value are obtained.

[0109] For example, referring to Figure 5 , Figure 5 A B-pillar acceleration-time curve diagram provided in an embodiment of the present application is shown. The B-pillar acceleration-time history curve of a certain family passenger car under a 50km / h frontal rigid wall impact is shown in Figure 5 , and the passenger cabin internal space of the vehicle model is measured. Based on the measured results of the member internal space and the conventional expression of the passenger energy density, the main parameters of the restraint system are designed in the forward direction, including the safety belt limiting force value, the steering column crushing force, the steering column crushing distance, the passenger impact stiffness of the safety belt and the airbag, the safety belt pretensioning time, the airbag ignition time, etc. Then, the B-pillar acceleration-time curve is converted into a double-step acceleration curve based on the time-domain integral equivalent formula, wherein a v1 = 146.3m / s 2 ,a v2 = 327.6m / s 2 .

[0110] Then, according to the measured results of the passenger internal space, the distance from the passenger's chest to the steering wheel is determined, the crushable distance of the steering column is set to 0.05m, and the maximum relative displacement of the passenger-car can be estimated according to the axial distance of the airbag after deployment, and the appropriate relative displacement of the passenger-car when the chest and the airbag effectively collide is determined: D or = 0.28m, D o1 = 0.1m. Referring to Figure 6 , Figure 6 A B-pillar simplified acceleration curve diagram provided in an embodiment of the present application is shown. According to the above-mentioned assumed conditions, the B-pillar simplified acceleration curve diagram under the passenger-car relative displacement domain can be obtained, and the passenger energy density required to be absorbed by the restraint system in the entire collision process can be obtained by calculating the area surrounded by the curve, which is about 73.6J / kg.

[0111] As an optimization scheme of the embodiment of the present application, since the passenger energy required to be absorbed by the restraint system is relatively high, in order to avoid the passenger's chest acceleration value being too high, the passenger dynamic impact stiffness of the safety belt and the airbag can be appropriately increased according to the engineering actual situation, and the stiffness 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 result is as follows:

[0112]

[0113] Based on the above solving result, combined with the actual parameter value range of the parts of the restraint system, the original B-pillar acceleration waveform is obtained, the safety belt limiting force value is selected as 4500N, and the steering column crushing force is selected as 6000N, and the optimized value of the restraint system parameters is obtained.

[0114] In the embodiment of the application, a restraint system parameter optimization device is also provided, which comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the above-mentioned restraint system parameter optimization method when executing the computer program.

[0115] In the embodiment of the application, a computer readable storage medium is also provided, which comprises a stored computer program, wherein the computer readable storage medium controls the device where the computer readable storage medium is located to execute the above-mentioned restraint system parameter optimization method when the computer program is running.

[0116] For example, the computer program can be divided into one or more modules, one or more modules are stored in the memory and executed by the processor to complete the application. One or more modules can be a series of computer program instruction segments capable of completing a specific function, which are used to describe the execution process of the computer program in the restraint system parameter optimization device.

[0117] The restraint system parameter optimization device can be a desktop computer, a notebook computer, a palm computer, a cloud server and other computing devices. The restraint system parameter optimization device can include, but is not limited to, a processor, a memory, a display. Those skilled in the art can understand that the above-mentioned components are only examples of the restraint system parameter optimization device, and do not constitute a limitation on the restraint system parameter optimization device, and can include more or fewer components than the components, or combine certain components, or different components, for example, the restraint system parameter optimization device can also include an input / output device, a network access device, a bus, etc.

[0118] The processor can be a central processing unit (CPU), and can also be other general-purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The processor is the control center of the constraint system parameter optimization device, and connects various parts of the constraint system parameter optimization processing device through various interfaces and lines.

[0119] The memory can be used to store computer programs and / or modules, and the processor can realize 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. The program storage area can store an operating system, at least one application program required for a function (such as a sound playing function, a text conversion function, etc.), etc.; and 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 media card (SMC), a secure digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0120] Wherein, the module based on the constraint system parameter optimization, if realized in the form of software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the embodiment of the application realizes all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing related hardware through a computer program. The computer program can be stored in a computer readable storage medium, and the computer program can realize the steps of each method embodiment when executed by a processor. Wherein, the computer program includes computer program code, which can be in the form of source code, object code, executable file or some intermediate form. The computer readable medium can include any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. Those skilled in the art can understand and implement without creative labor.

[0121] The embodiment of the application provides a constraint system parameter optimization method. When a target vehicle model is subjected to a frontal collision test, the acceleration waveform of a B column is recorded, and the dynamic response of the vehicle structure in the collision is directly reflected through the B column acceleration waveform. Based on the internal passenger space measurement result of the target vehicle model, the B column acceleration waveform is converted into a passenger acceleration response curve in the passenger-vehicle relative displacement domain, and more directly related information of the passenger response is extracted from the vehicle body response data. According to the passenger acceleration response curve, the passenger energy density absorbed by the constraint system in the frontal collision process is calculated. According to the calculated passenger energy density, the parameters of the constraint system are adjusted, and through the updated constraint system parameter design scheme, the impact on the passengers in the collision process can be effectively reduced, and the safety performance of the vehicle can be improved. Based on the optimization of the physical quantity of the passenger energy density, a scientific theoretical basis is provided, and excessive dependence on empirical data is avoided. It can be applied to the design requirements of different vehicle models, and through the adjustment of the model and the parameters, various vehicle body structures and collision scenes can be adapted.

[0122] Embodiment 2

[0123] Reference Figure 7 , Figure 7 A module schematic diagram of a constraint system parameter optimization device provided in an embodiment of the application. The embodiment of the application provides a constraint system parameter optimization method device, which comprises 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 column acceleration waveform of the target vehicle model in the frontal collision process.

[0125] The curve conversion module 202 is configured to convert the B-pillar acceleration waveform according to the interior occupant space measurement result of the target vehicle model, to obtain an occupant acceleration response curve in the occupant-vehicle relative displacement domain.

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

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

[0128]

[0129] In the formula, t v1 is the engine participation collision time; a v is the B-pillar acceleration; a v1 is the first-stage acceleration of the double-stage acceleration waveform; t v_end is the vehicle body movement maximum deformation time; a v2 is the second-stage acceleration of the double-stage acceleration waveform.

[0130] In an embodiment, the curve conversion module is configured to convert the B-pillar acceleration waveform according to the interior occupant space measurement result of the target vehicle model, to obtain an occupant acceleration response curve in the occupant-vehicle relative displacement domain, specifically including: measuring the interior occupant space of the target vehicle model to obtain the interior occupant space measurement result of the target vehicle model; wherein the interior occupant space measurement result includes the occupant-vehicle relative displacement when the occupant chest and the airbag effectively collide and contact, and the occupant-vehicle maximum relative displacement; converting the B-pillar acceleration waveform into the occupant acceleration response curve based on a preset assumption condition; wherein the preset assumption condition is that the time when the occupant chest and the airbag effectively collide and contact is consistent with the engine participation collision time, and the vehicle body deformation stop time is consistent with the occupant-vehicle relative displacement stop time.

[0131] In an embodiment, the parameter optimization module is configured to generate an occupant energy density absorbed by the restraint system during the front collision according to the occupant acceleration response curve, and specifically includes: calculating an integral area of the occupant acceleration response curve, and taking the calculation result of the integral area as the occupant energy density absorbed by the restraint system during the front collision; wherein the expression of the area calculation result formula is:

[0132]

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

[0134] In an embodiment, the parameter optimization module is configured to update the restraint system parameter design scheme based on the occupant energy density, and obtain the optimized value of the restraint system parameter of the target vehicle, and specifically includes: obtaining a general expression of the occupant energy density absorbed by the restraint system; wherein the general expression is:

[0135]

[0136] wherein E is the occupant energy density; Dor is the occupant-vehicle maximum relative displacement; a is the occupant acceleration; s is the occupant displacement; a is the first collision stage occupant acceleration; d is the occupant-vehicle relative displacement at the end of the first collision stage; a is the second collision stage occupant acceleration; D is the occupant-vehicle maximum relative displacement; D is the occupant-vehicle relative displacement when the occupant switches from the acceleration a to the acceleration a ; d is the occupant-vehicle relative displacement at the end of the second collision stage. r o or o1 b o2 or o1 o1 o2 a

[0137] ​​​​​​​​​​​​​​​​​​In an embodiment, the solving the general expression based on the occupant energy density to obtain the constraint system parameter optimization value specifically comprises: obtaining the first collision stage occupant acceleration, and calculating the seatbelt force limit value and the seatbelt stiffness value based on the first collision stage occupant acceleration; wherein the expression of the seatbelt force limit value and the seatbelt stiffness value is:

[0138]

[0139] wherein a o1 is the first collision stage occupant acceleration, F b is the seatbelt force limit value; m is the occupant mass; d b is the occupant-vehicle relative displacement at the end of the first collision stage; k b is the seatbelt stiffness value;

[0140] obtaining the occupant-vehicle relative displacement at the end of the second collision stage, and calculating the airbag stiffness value based on the occupant-vehicle relative displacement at the end of the second collision stage; wherein the expression of the airbag stiffness value and the steering column crush force is:

[0141]

[0142] wherein d a is the occupant-vehicle relative displacement at the end of the second collision stage; F s is the steering column crush force.

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

[0144] The embodiment of the present application provides a constraint 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 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 more directly related information of 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 constraint system in the frontal collision process is calculated. According to the calculated occupant energy density, the parameters of the constraint system are adjusted, and through the update of the constraint system parameter design scheme, the impact on the occupant in the collision process can be effectively reduced, and the safety performance of the vehicle can be improved. Based on the optimization of the physical quantity of the occupant energy density, a scientific theoretical basis is provided, and excessive dependence on empirical data is avoided. It can be applied to the design requirements of different vehicle models, and through the adjustment of the model and the parameters, it can adapt to various vehicle body structures and collision scenes.

[0145] The above merely preferred embodiments of the present application, it should be noted that for those of ordinary skill in the art, without departing from the technical principles of the present application, can also make a number of improvements and substitutions, these improvements and substitutions should also be considered as the protection scope of the present application.

Claims

1. A method of parameter optimization for a restraint system, characterized by, The method comprises the following steps: obtaining the B-pillar acceleration waveform of the target vehicle in the process of frontal collision; performing waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle to obtain a passenger acceleration response curve in the passenger-vehicle relative displacement domain; generating the passenger energy density absorbed by the restraint system in the process of frontal collision according to the passenger acceleration response curve, updating the restraint system parameter design scheme based on the passenger energy density to obtain the optimized value of the restraint system parameters of the target vehicle; wherein the updating of the restraint system parameter design scheme based on the passenger energy density to obtain the optimized value of the restraint system parameters of the target vehicle specifically comprises: obtaining the general expression of the passenger energy density absorbed by the restraint system; wherein the general expression is: wherein is the occupant energy density; is the occupant-vehicle maximum relative displacement; is the occupant acceleration; is the occupant displacement; is the first collision phase occupant acceleration; is the occupant-vehicle relative displacement at the end of the first collision phase; is the second collision phase occupant acceleration; is the occupant-vehicle maximum relative displacement; is the occupant acceleration from the end of the first collision phase is the occupant-vehicle relative displacement at the end of the second collision phase; is the occupant acceleration from the end of the first collision phase is the occupant-vehicle relative displacement at the end of the second collision phase; solving the general expression based on the passenger energy density to obtain the optimized value of the restraint system parameters; wherein the optimized value of the restraint system parameters comprises the safety belt limiting force value, the steering column crushing force, and the safety belt and airbag stiffness value.

2. A method of parameter optimization for a constraint system as recited in claim 1, wherein, The obtaining of the B-pillar acceleration waveform of the target vehicle in the process of frontal collision specifically comprises: collecting the collision acceleration waveform of the target vehicle in the process of frontal collision 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-stage acceleration waveform, and the expression of the time-domain integral equivalent formula is: ； ； In the formula, is the moment when the engine participates in the collision; is the B-pillar acceleration; is the first-order acceleration of the double-order acceleration waveform; is the moment when the vehicle body motion reaches the maximum deformation; is the second-order acceleration of the double-order acceleration waveform.

3. A method of constraining system parameter optimization as recited in claim 2, wherein, The waveform conversion on the B-pillar acceleration waveform according to the internal passenger space measurement result of the target vehicle to obtain the passenger acceleration response curve in the passenger-vehicle relative displacement domain specifically comprises: measuring the internal passenger space of the target vehicle to obtain the internal passenger space measurement result of the target vehicle; wherein the internal passenger space measurement result comprises the passenger-vehicle relative displacement at the moment when the passenger chest and the airbag effectively collide and contact and the passenger-vehicle maximum relative displacement; converting the B-pillar acceleration waveform into the passenger acceleration response curve based on the preset assumption condition; wherein the preset assumption condition is that the moment when the passenger chest and the airbag effectively collide and contact is assumed to be consistent with the moment when the engine participates in the collision, and the moment when the vehicle body deformation stops is assumed to be consistent with the moment when the passenger-vehicle relative displacement stops.

4. A method of parameter optimization for a constraint system as recited in claim 1, wherein, The generation of the passenger energy density absorbed by the restraint system in the process of frontal collision according to the passenger acceleration response curve specifically comprises: calculating the integral area of the passenger acceleration response curve, and taking the integral area calculation result as the passenger energy density absorbed by the restraint system in the process of frontal collision; wherein the expression of the area calculation result formula is: ； wherein is the occupant energy density; is the occupant-vehicle maximum relative displacement; is the occupant acceleration; is the occupant displacement; is the B-pillar acceleration; is the first order acceleration of a two-order acceleration waveform; is the occupant-vehicle relative displacement; is the second order acceleration of a two-order acceleration waveform.

5. A method of parameter optimization for a constraint system as recited in claim 1, wherein, The solving of the general expression based on the passenger energy density to obtain the optimized value of the restraint system parameters specifically comprises: obtaining the first collision stage passenger acceleration, and calculating the safety belt limiting force value and the safety belt stiffness value based on the first collision stage passenger acceleration; wherein the expression of the safety belt limiting force value and the safety belt stiffness value is: ； ； wherein is the occupant acceleration in the first collision phase, is the seat belt force limit value; is the occupant mass; is the occupant-vehicle relative displacement at the end of the first collision phase; is the seat belt stiffness value; obtaining the occupant-vehicle relative displacement at the end of the second crash phase, calculating a value of airbag stiffness based on the occupant-vehicle relative displacement at the end of the second crash phase; wherein the value of airbag stiffness and the steering column crush force is expressed by the formula: ； ； In the formula, is the occupant-vehicle relative displacement at the end of the second impact phase; is the steering column crush force.

6. A method of constraining system parameter optimization, comprising: The method comprises the following steps: The waveform acquisition module, the curve conversion module, and the parameter optimization module. The waveform acquisition module is configured to acquire a B-pillar acceleration waveform of a target vehicle model in a frontal collision process. The curve conversion module is configured to perform waveform conversion on the B-pillar acceleration waveform according to internal passenger space measurement results of the target vehicle model, to obtain a passenger acceleration response curve in a passenger-vehicle relative displacement domain. The parameter optimization module is configured to generate a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve, and update a restraint system parameter design scheme based on the passenger energy density, to obtain an optimized value of a restraint system parameter of the target vehicle model. The parameter optimization module is configured to generate a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve, and update a restraint system parameter design scheme based on the passenger energy density, to obtain an optimized value of a restraint system parameter of the target vehicle model. In the formula, For occupant energy density; This represents the maximum relative displacement between the occupants and the vehicle. Acceleration for occupants; For occupant displacement; This refers to the occupant acceleration during the first phase of the collision. This represents the occupant-vehicle relative displacement at the end of the first collision phase. For the occupant acceleration during the second phase of the collision; This represents the maximum relative displacement between the occupants and the vehicle. For the occupants from acceleration Switch to acceleration The relative displacement of the occupants and the vehicle at that time; This represents the occupant-vehicle relative displacement at the end of the second collision phase. The parameter optimization module is configured to generate a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve, and update a restraint system parameter design scheme based on the passenger energy density, to obtain an optimized value of a restraint system parameter of the target vehicle model.

7. A method of constrained system parameter optimization as defined in claim 6, wherein, The waveform acquisition module is configured to acquire a B-pillar acceleration waveform of a target vehicle model in a frontal collision process. The waveform acquisition module is configured to acquire a B-pillar acceleration waveform of a target vehicle model in a frontal collision process. The waveform acquisition module is configured to acquire a B-pillar acceleration waveform of a target vehicle model in a frontal collision process. ； ； In the formula, is the moment when the engine participates in the collision; is the B-pillar acceleration; is the first-order acceleration of the two-stage acceleration waveform; is the moment when the vehicle body motion reaches maximum deformation, is the second-order acceleration of the two-stage acceleration waveform.

8. A terminal device, comprising: The computer readable storage medium comprises a stored computer program, wherein the computer readable storage medium controls a device where the computer readable storage medium is located to execute the restraint system parameter optimization method according to any one of claims 1 to 5 when the computer program runs.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored computer program, wherein the computer readable storage medium controls a device where the computer readable storage medium is located to execute the restraint system parameter optimization method according to any one of claims 1 to 5 when the computer program runs.

Images