Structure simulation optimization method of automobile instrument and automobile instrument

Abstract

The invention provides a structure simulation optimization method for an automobile instrument and the automobile instrument, and the method comprises the steps: obtaining an instrument model, carrying out the mesh generation of the instrument model, obtaining a first mesh model, carrying out the static analysis and modal analysis of the instrument model based on the first mesh model, obtaining modal solving information, and carrying out the simulation optimization of the structure of the automobile instrument. When the modal solution information meets a first preset condition, carrying out structure optimization based on the first grid model to obtain a first structure model, carrying out grid division on the first structure model, processing obtained grids to obtain a second grid model, and carrying out structure optimization on the first structure model again based on the second grid model to obtain a second structure model; and when the first structural model meets a first preset condition, obtaining a second structural model, and when the second structural model meets a second preset condition, performing model repair on the second structural model to obtain a repair model, thereby completing simulation optimization. Through the scheme, the weight of the automobile instrument can be reduced while the structural strength of the automobile instrument is ensured, so that the production and development cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of simulation optimization of automobiles, and particularly to a method for structural simulation optimization of an automotive instrument and an automotive instrument. Background Art

[0002] An automotive instrument, such as a light guide cover, is one of the important components of an automobile. Its strength performance has always been the focus of attention in the instrument industry. Insufficient strength of the automotive instrument may cause situations such as fracture and detachment during driving. For this reason, usually, a simulation analysis of the structural strength of the automotive instrument is carried out so that the finally obtained instrument model of the automotive instrument can have a structural strength that meets the requirements. However, when performing a simulation analysis on the structural strength, the thickness or size of the instrument structure in the automotive instrument is often increased, resulting in a relatively large overall volume and weight of the obtained automotive instrument, which will increase the development and production costs. Moreover, currently, when performing simulation analysis and working condition simulation tests, the automotive instrument is often in the late stage of production design. If it is found at this time that the strength performance of the automotive instrument is unqualified, modifying the structure of the automotive instrument that has already completed mold opening or even been put into production will also significantly increase the development cost and extend the development cycle.

[0003] Therefore, how to ensure the structural strength of the automotive instrument while reducing the weight of the automotive instrument, so as to reduce the production and development costs, has become a technical problem to be solved urgently. Summary of the Invention

[0004] Based on the above situation, the main purpose of the present invention is to provide a method for structural simulation optimization of an automotive instrument and an automotive instrument, which are used to reduce the weight of the automotive instrument while ensuring the structural strength of the automotive instrument, so as to reduce the production and development costs.

[0005] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0006] In the first aspect, an embodiment of the present invention discloses a method for structural simulation optimization of an automotive instrument, and the method includes:

[0007] Step S100, obtaining an instrument model of the automotive instrument to be optimized;

[0008] Step S200, performing mesh division on the instrument model to obtain a first mesh model;

[0009] Step S300, sequentially performing static analysis and modal analysis on the instrument model based on the first mesh model to obtain modal solution information of the instrument model;

[0010] Step S400, if the modal solution information meets the first preset condition, perform structural optimization on the first area to be optimized of the instrument model according to the modal solution information, the response basis condition, and the preset structural optimization parameters to obtain the first structural model, where the first preset condition includes the instrument strength of the vehicle instrument to be optimized, the response basis condition includes the mass retention percentage of the first area to be optimized, and the preset structural optimization parameters include the maximum number of iterations and the convergence accuracy;

[0011] Step S500, perform mesh division on the first structural model and process the obtained mesh to obtain the second mesh model, and the mesh processing includes at least one of size cleaning, curvature control, and inflation setting;

[0012] Step S600, perform structural optimization on the first structural model based on the second mesh model and the preset structural optimization parameters to obtain the second structural model;

[0013] Step S700, if the second structural model meets the second preset condition, perform model repair on the second structural model to obtain the repaired model, and complete the structural simulation optimization of the vehicle instrument to be optimized, where the second preset condition includes the model sharpness of the second structural model.

[0014] Preferably, between step S100 and step S200, the method further includes:

[0015] Step S110, determine the second area to be optimized in the instrument model according to the first preset condition, the second area to be optimized includes the area for instrument strength optimization, and the second area to be optimized is different from the first area to be optimized, so that the instrument strength of the second area to be optimized remains unchanged during the optimization of the first area to be optimized.

[0016] Preferably, step S110 includes:

[0017] Step S111, obtain the damaged model of the vehicle instrument to be optimized, where the damaged model is the model scanned after performing a modal test on the sample of the vehicle instrument to be optimized, and the sample of the vehicle instrument to be optimized is produced based on the instrument model;

[0018] Step S112, compare the differences between the instrument model and the damaged model to determine the second area to be optimized within the instrument model, and the second area to be optimized includes the areas where the instrument model and the damaged model are inconsistent.

[0019] Preferably, between step S100 and step S200, the method further includes:

[0020] Step S120, obtain the broken surfaces and / or edges in the damaged model;

[0021] Step S130, merge the fragmented surfaces at corresponding positions in the instrument model and / or delete the side lines at corresponding positions in the instrument model to simplify the instrument model.

[0022] Preferably, the model repair includes at least one of short edge cleaning, duplicate edge cleaning, interference processing, and sharp point processing for the second structure model.

[0023] Preferably, after step S700, the method further includes:

[0024] Step S800, if the second structure model does not meet the second preset condition, adjust the parameters in the structure optimization parameters and execute step S600.

[0025] Preferably, step S200 includes:

[0026] Step S201, perform model meshing on the instrument model using the mesh division parameters to obtain a divided model;

[0027] Step S202, obtain the sheet-like structures in the instrument model, and locally encrypt the meshes corresponding to the sheet-like structures in the divided model to obtain a first mesh model.

[0028] Preferably, step S300 includes:

[0029] Step S301, perform static solution on the first mesh model based on the static analysis parameters to obtain a static solution result, where the static analysis parameters include gravity parameters, connection point degree of freedom constraint parameters, and structural analysis parameters;

[0030] Step S302, perform prestressed modal analysis on the first mesh model based on the modal analysis parameters and the static solution result to obtain modal solution information, where the modal analysis parameters include the maximum modal order and frequency range.

[0031] Preferably, step S400 includes:

[0032] Step S401, perform structural optimization on the first region to be optimized according to the modal solution information and the preset structural optimization parameters to obtain a first optimized model, where the structural optimization parameters include the maximum number of iterations, convergence accuracy, and penalty factor;

[0033] Step S402, perform structural optimization on the first optimized model according to the response basis condition to obtain a first structure model, and the response basis condition includes the mass retention percentage of the first region to be optimized.

[0034] In a first aspect, an embodiment of the present invention discloses an automotive instrument, which is obtained after performing simulation optimization using the structural simulation optimization method of the automotive instrument according to any one of the above first aspects.

[0035] Beneficial effects:

[0036] According to the structural simulation optimization method and automotive instrument disclosed in the embodiments of the present invention, the method includes obtaining an instrument model, performing mesh division on the instrument model of the automotive instrument to be optimized to obtain a first mesh model, and sequentially performing static analysis and modal analysis on the instrument model based on the first mesh model to obtain modal solution information. When the modal solution information meets the first preset condition, that is, when the instrument strength of the automotive instrument to be optimized meets the preset condition, structural optimization is performed on the first optimization region based on the first mesh model to obtain a first structural model. The first structural model is meshed again, and the obtained mesh is processed to obtain a second mesh model. Then, based on the second mesh model, structural optimization is performed on the first structural model again to obtain a second structural model. When the second structural model meets the second preset condition, that is, when the model sharpness of the second structural model meets the preset condition, model repair is performed on the second structural model to obtain a repaired model, and the simulation optimization is completed. Through the above solution, static and modal analyses are first performed, and when the strength of the instrument model meets the conditions, the instrument model is structurally optimized in an iterative optimization manner, so as to reduce the mass of the automotive instrument model on the premise of ensuring the strength of the instrument model, thereby reducing production and development costs. Moreover, during the iterative optimization of the structure of the instrument model, mesh division is performed at least twice, and the mesh is processed according to different mesh division objects, so as to improve the accuracy of the obtained second mesh model, and further improve the efficiency and accuracy of structural optimization.

[0037] Other beneficial effects of the present invention will be described in the specific implementation manner through the introduction of specific technical features and technical solutions. Those skilled in the art should be able to understand the beneficial technical effects brought by the technical features and technical solutions through these introductions. Brief Description of the Drawings

[0038] The following will describe the preferred embodiments of a structural simulation optimization method and an automotive instrument of the present invention with reference to the drawings. In the figures:

[0039] Figure 1 is a flowchart showing the structural simulation optimization method of an automotive instrument disclosed in this embodiment;

[0040] Figure 2 is a schematic diagram of an instrument model marked with a second region to be optimized disclosed in this embodiment;

[0041] Figure 3 is a flowchart showing the mesh division of the instrument model disclosed in this embodiment;

[0042] Figure 4Schematic diagram of the process for static analysis and modal analysis of the first grid model disclosed in this embodiment;

[0043] Figure 5 Schematic diagram of the first structural model obtained after structural optimization of the instrument model disclosed in this embodiment;

[0044] Figure 6 Schematic diagram of the second structural model obtained after structural optimization of the first structural model disclosed in this embodiment;

[0045] Figure 7 Schematic diagram of the repaired model obtained after model repair disclosed in this embodiment. Detailed implementation manners

[0046] The present invention will be described below based on embodiments, but the present invention is not limited to these embodiments. In the following detailed description of the present invention, some specific details are described in detail. In order to avoid obscuring the essence of the present invention, well-known methods, processes, procedures, and components are not described in detail.

[0047] In addition, those of ordinary skill in the art should understand that the drawings provided herein are for illustrative purposes only, and the drawings are not necessarily drawn to scale.

[0048] Unless the context clearly requires otherwise, the words "including", "comprising", and the like throughout the specification and claims should be construed in an inclusive sense rather than an exclusive or exhaustive sense; that is, the meaning of "including but not limited to".

[0049] In the description of the present invention, it should be understood that the terms "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. In addition, in the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0050] In order to reduce the weight of the automotive instrument while ensuring the structural strength of the automotive instrument, so as to reduce the production and development costs, this embodiment discloses a structural simulation optimization method and an automotive instrument for an automotive instrument. Please refer to Figure 1 , Figure 1 Schematic diagram of the process of a structural simulation optimization method for an automotive instrument disclosed in this embodiment. The structural simulation optimization method for the automotive instrument includes: steps S100 to S700, where:

[0051] Step S100: Obtain the instrument model of the vehicle instrument to be optimized. In this embodiment, obtain the instrument model of the vehicle instrument that needs to be optimized by structural simulation. Among them, the format of the instrument model of the vehicle instrument to be optimized can be the stp format. This instrument model is the original model of the vehicle instrument to be optimized, that is, the design model including the overall view and detailed design of the vehicle instrument to be optimized.

[0052] In order to reduce the computational amount during the simulation process and reduce the cost of modifying the mold in the case where the vehicle instrument has been put into production or the mold has been produced, thereby reducing the production cost. In an alternative embodiment, between step S100 and step S200, the structural simulation optimization method of the vehicle instrument further includes:

[0053] Step S110: Determine the second area to be optimized in the instrument model according to the first preset condition. The second area to be optimized includes the area for optimizing the instrument strength. The second area to be optimized is different from the first area to be optimized, so that the instrument strength of the second area to be optimized remains unchanged during the process of optimizing the first area to be optimized. In this embodiment, the first preset condition is the instrument strength of the vehicle instrument to be optimized. Specifically, the area where the instrument strength of the vehicle instrument to be optimized does not meet the strength requirements can be determined in the instrument model, that is, the second area to be optimized, and then the instrument strength of the second area to be optimized is optimized. Only optimize the structure of the second area to be optimized where the instrument strength does not meet the requirements. On the one hand, it can control the considerations in the optimization process and targetedly optimize the instrument strength of the vehicle instrument, thereby improving the efficiency and effect of the optimization. On the other hand, optimizing a certain area of the vehicle instrument to be optimized separately can also reduce the cost of modifying the mold in the case where the vehicle instrument has been put into production or the mold has been produced, thereby reducing the production cost. And the second area to be optimized is different from the first area to be optimized, which enables avoiding optimizing the structure of the second area to be optimized when optimizing the structure of the first area to be optimized, so as to ensure that the overall strength of the vehicle instrument after the structure optimization basically does not change, and the weight of the vehicle instrument can also be optimized.

[0054] In an alternative embodiment, step S110 includes:

[0055] Step S111: Obtain the damage model of the vehicle instrument to be optimized. Among them, the damage model is the model obtained by scanning after performing a modal test on the sample of the vehicle instrument to be optimized. The sample of the vehicle instrument to be optimized is produced based on the instrument model. In this embodiment, a sample can be made based on the instrument model of the vehicle instrument to be optimized and a modal test is performed on the sample. If the sample is damaged during the modal test, the damage model can be obtained through reverse engineering. In the specific implementation process, the damage model corresponding to the sample can be obtained by scanning.

[0056] In the specific implementation process, the process of the modal test may include, for example: First, select a suitable type of test stand according to the form of the automotive instrument to simulate the installation state of the automotive instrument. Then, conduct a modal test on the automotive instrument to simulate whether the connection points of the automotive instrument will break or be damaged under the actual installation conditions. For example, during the modal test, if it is found that the automotive instrument is damaged, analyze the cause of the damage at the damaged part, and formulate a simulation plan based on the cause of the damage to determine the simulation direction. Formulating a simulation plan based on the cause of the damage enables the simulation plan to specifically address the cause of the damage, thereby clarifying the simulation direction and reducing the workload of the simulation. Only optimize the area around the damaged position, which also reduces the cost of modifying the mold when the automotive instrument has already been put into production. For example, during the modal test, it is found that the connection between the installation point of the instrument rear shell and the main body is weak, and the upper installation point is damaged first when receiving the first excitation, resulting in the number of installation points changing from four to three during the second excitation, affecting the connection and support strength, and the structure around the lower installation point cannot withstand the longitudinal excitation and thus breaks. Subsequently, after disassembling the automotive instrument, it is found that the light guide cover stud connecting the rear shell inside the automotive instrument is also severely damaged. Specifically, there are mainly four screws and two snap connections between the instrument light guide cover and the rear shell. To reduce the considerations in the single structural optimization process, only one connection can be optimized for its structure. And since the instrument light guide cover has been put into production, only the structure around the main damaged position can be optimized to reduce the cost of modifying the mold. For example, the light guide cover stud can be optimized as the second area to be optimized.

[0057] Step S112, compare the differences between the instrument model and the damaged model to determine the second area to be optimized within the instrument model. The second area to be optimized includes the area where the instrument model and the damaged model are inconsistent. In this embodiment, the instrument model and the damaged model can be overlapped and compared to determine the area where the instrument model and the damaged model are inconsistent, and this inconsistent area is used as the second area to be optimized. Please refer to Figure 2 , Figure 2 which is a schematic diagram of the instrument model marked with the second area to be optimized disclosed in this embodiment. Among them, the part framed by the square is the second area to be optimized obtained through comparison. It can be understood that Figure 2 the marking of the area to be optimized on the instrument model in [reference] is only for the convenience of explaining this solution. In the actual application process, the area to be optimized may not be marked, or different colors can be used for distinguishing marks, etc., which are not limited here. For example, for the automotive instrument housing, its material is usually a plastic material, such as PC + ABS. After comparison, the shapes of the instrument model and the damaged model have not deformed. The difference between the instrument model and the damaged model is that in the damaged model, the automotive instrument housing is broken. Then, the area corresponding to the broken position in the instrument model is determined as the area to be optimized to facilitate the structural optimization of the local area of the instrument model.

[0058] To reduce the complexity of the model, reduce the computational workload of the simulation analysis while ensuring the accuracy of the simulation analysis. In an alternative embodiment, between step S100 and step S200, the automotive instrument simulation optimization method further includes:

[0059] Step S120, obtaining the fragmented surfaces and / or edge lines in the damaged model. In this embodiment, after scanning the damaged sample, a damaged model can be obtained. Through the damaged model, some fragmented curved surfaces and edge lines that are difficult to mesh can be determined in the model.

[0060] Step S130, merging the fragmented surfaces at corresponding positions in the instrument model and / or deleting the edge lines at corresponding positions in the instrument model to simplify the instrument model. In this embodiment, for the fragmented surfaces, the fragmented surfaces at the corresponding positions in the instrument model can be found corresponding to the fragmented surfaces in the damaged model, and then the fragmented surfaces at the corresponding positions in the instrument model can be directly merged to simplify the model. For the edge lines, the edge lines at the corresponding positions in the instrument model can be found corresponding to the edge lines in the damaged model, and then the edge lines at the corresponding positions in the instrument model can be deleted to simplify the model. It can be understood that in the actual process of model simplification, only fragmented surface merging can be performed, only edge line deletion can be performed, or both fragmented surface merging and edge line deletion can be performed. These fragmented curved surfaces and edge lines have little impact on the structure of the instrument model, and when performing static analysis and modal analysis, it is difficult to draw meshes for some irregular edge lines, which may affect the accuracy of the simulation analysis. Therefore, to reduce the complexity of the model, reduce the computational workload of the simulation analysis while ensuring the accuracy of the simulation analysis, these fragmented curved surfaces and edge lines can be simplified.

[0061] In an alternative embodiment, after model simplification, the model is modified according to the original dimensions of the sample on the simplified model. For example, rounded corners of the original dimensions can be added to the simplified model, which can avoid feature loss in the simplified model caused by model simplification, thereby ensuring the accuracy during simulation analysis and structural optimization.

[0062] Step S200: Perform mesh generation on the instrument model to obtain the first mesh model. In this embodiment, the instrument model can be meshed using preset mesh generation parameters to obtain the first mesh model. The mesh generation parameters include the maximum size of the mesh element, the resolution coefficient, and the feature clearance size. For example, the maximum size of the mesh element can be 5 mm, the adaptive resolution coefficient for mesh generation can be 7, and the minimum feature clearance size can be 0.1 mm. In the specific implementation process, simulation software can be used for mesh generation. When using simulation software for mesh generation, parameters such as the physical preference for mesh generation, the smooth quality of mesh connection, and the mesh quality error limit value can be set. It can be understood that the object of mesh generation at this time is the instrument model, that is, a complete and regular model.

[0063] When performing mesh generation, in order to improve the accuracy of mesh generation and ensure the accuracy of simulation analysis, in an alternative embodiment, please refer to Figure 3 , Figure 3 which is a schematic flowchart of the process of performing mesh generation on the instrument model disclosed in this embodiment. As shown in Figure 3 , step S200 includes step S201 and step S202, where:

[0064] Step S201: Use the mesh generation parameters to perform mesh generation on the instrument model to obtain a partitioned model. In this embodiment, the instrument model is meshed using the mesh generation parameters to obtain a partitioned model. In the partitioned model, the meshes of the components in the instrument model conform to the same mesh generation rule.

[0065] Step S202: Obtain the sheet-like structures in the instrument model and locally refine the meshes of the sheet-like structures to obtain the first mesh model. In this embodiment, the sheet-like structures can be structures such as glass, TFT, circuit boards, film materials, and light guide plates. The meshes of the sheet-like structures are locally refined to ensure the accuracy of the simulation results. That is to say, in the first mesh model, there are two mesh generation rules. The meshes of the sheet-like structures are locally refined to increase the mesh density of the divided meshes, while for non-sheet-like structures, they are divided according to the mesh generation parameters.

[0066] Step S300: Based on the first grid model, perform static analysis and modal analysis on the instrument model in sequence to obtain the modal solution information of the instrument model. In this embodiment, the static analysis and modal analysis can be performed on the instrument model based on preset optimization parameters to obtain the modal solution information of the instrument model. The preset optimization parameters include static analysis parameters and modal analysis parameters. Static analysis is mainly used to simulate the actual installation position and fixing method of the automotive instrument to obtain the static solution result of the simulated automotive instrument in the actual installation scenario, and then use this static solution result as one of the parameters for modal analysis of the instrument model. By combining the two analysis methods of static analysis and modal analysis, the accuracy of the simulation analysis result is improved.

[0067] To improve the accuracy of the simulation analysis result, in an alternative embodiment, please refer to Figure 4 , Figure 4 which is a schematic flow diagram of performing static analysis and modal analysis on the first grid model disclosed in this embodiment. As shown in Figure 4 , step S300 includes step S301 and step S302, where:

[0068] Step S301: Based on the static analysis parameters, perform static solution on the first grid model to obtain the static solution result. The static analysis parameters include gravity parameters, connection point degree-of-freedom constraint parameters, and structural analysis parameters. In this embodiment, static analysis simulates the position and fixing method of the automotive instrument during actual installation and applies gravity to the automotive instrument. When performing static analysis, it is necessary to preset the material properties of the automotive instrument at the corresponding positions of the instrument model in the instrument model, such as density, elastic modulus, etc. In addition, it is also necessary to establish the connection relationship between each component in the instrument model to simulate the actual state of the instrument model.

[0069] In the specific implementation process, the gravity parameter can be the gravity load of the instrument model. By setting the gravity parameter, the static state of the automotive instrument when affected by gravity factors after actual installation can be simulated. The connection point degree-of-freedom constraint parameter can be the displacement degree of freedom at the connection of the automotive instrument. For example, remote displacements can be added at positions A, B, C, and D of the instrument model respectively to limit the degrees of freedom of the connection points. For example, for position A, it can be set to translate in the Y and Z directions and rotate in the X direction; for position B, it can be set to translate in the Z direction and rotate in the X and Y directions; for position C, it can be set to translate in the Y direction and rotate in the X and Z directions; for position D, it has all degrees of freedom. The structural analysis parameter can be the parameter used during static analysis, such as the initial substep, minimum substep, and maximum substep, etc.

[0070] Step S302: Perform prestressed modal analysis on the first mesh model based on the modal analysis parameters and the static solution results to obtain modal solution information. The modal analysis parameters include the maximum modal order and the frequency range. In this embodiment, prestressed modal analysis means that the static solution results can be applied to the modal analysis in the form of prestress to conduct modal analysis in combination with the results of static analysis, so as to make the results of simulation analysis more accurate. In the specific implementation process, the maximum modal order can be, for example, 200, and the frequency range can be, for example, 0 - 2000 Hz. Through modal solution, modal solution information can be obtained. For example, the first-order modal vibration modes of the instrument model in the X, Y, and Z directions can be obtained.

[0071] Step S400: If the modal solution information meets the first preset condition, perform structural optimization on the first area to be optimized of the instrument model according to the modal solution information, the response basis condition, and the preset structural optimization parameters to obtain the first structural model. The first preset condition includes the instrument strength of the vehicle instrument to be optimized, the response basis condition includes the mass retention percentage of the first area to be optimized, and the preset structural optimization parameters include the maximum number of iterations and the convergence accuracy. In this embodiment, when the modal solution information meets the first preset condition, that is, when the instrument strength of the vehicle instrument meets the requirements, the first area to be optimized is then structurally optimized. When performing structural optimization, only the first area to be optimized is locally structurally optimized, which can not only reduce the computational workload of structural optimization but also avoid optimizing to the key areas of the instrument model during structural optimization. The key areas can be, for example, connection points and other areas where connection strength and shape need to be ensured, or the second area to be optimized described in other embodiments, thereby optimizing the weight of the vehicle instrument on the premise of ensuring the connection strength of the vehicle instrument. The structural optimization specifically refers to topology optimization.

[0072] In an alternative embodiment, step S400 includes:

[0073] Step S401: Perform structural optimization on the first area to be optimized according to the modal solution information and the preset structural optimization parameters to obtain the first optimized model. The structural optimization parameters include the maximum number of iterations, the convergence accuracy, and the penalty factor. In this embodiment, the modal superposition method can be used, that is, the modal solution information is set as the initial solution of the structural optimization, and then the first area to be optimized is structurally optimized according to the structural optimization parameters, thereby obtaining the first optimized model. The structural optimization parameters can include the maximum number of iterations, the minimum normalized density, the convergence accuracy, and the penalty factor, etc. Among them, the maximum number of iterations can be, for example, 500, the minimum normalized density can be, for example, 0.001, the convergence accuracy can be, for example, 0.001, and the penalty factor can be, for example, 3.

[0074] Step S402: Optimize the structure of the first optimization model according to the response basis conditions to obtain the first structure model. The response basis conditions include the quality retention percentage of the first area to be optimized. In this embodiment, specifically, the quality retention percentage in the response basis conditions can be the ratio of the quality of the first area to be optimized after optimization to the quality before optimization. For example, it can be 85%. Please refer to Figure 5 , Figure 5 is a schematic diagram of the first structure model obtained after optimizing the structure of the instrument model disclosed in this embodiment. As shown in Figure 5 , while retaining the structure around the connection point (the second area to be optimized), the structure of the first area to be optimized is optimized. In this process, the small dimensions of the support structure are deleted to meet the initial design requirements, and the overall weight is also reduced while ensuring the instrument strength of the automotive instrument.

[0075] Step S500: Perform mesh division on the first structure model and process the obtained mesh to obtain the second mesh model. The mesh processing includes at least one of size cleaning, curvature control, and inflation setting. In this embodiment, after obtaining the first structure model, since there are many irregular and uneven areas on the surface of the first structure model, it is necessary to perform secondary optimization on the first structure model. Before performing secondary optimization on the first structure model, it is necessary to re-perform mesh division on the first structure model. It can be understood that at this time, the object of mesh division is the first structure model, and the first structure model is the model after the initial structure optimization. When performing mesh division, the preset mesh division parameters can be used to perform model mesh division on the instrument model. Among them, the specific values of the mesh division parameters used when performing mesh division on the first structure model can be different from the specific values of the mesh division parameters used when performing model mesh division on the instrument model. For example, the maximum size of the mesh element can be adjusted. Since there are many irregular planes and it is necessary to reduce the sharpness of the first structure model after structural optimization through structural optimization, when performing mesh division on the first structure model, the mesh accuracy can be increased to facilitate obtaining a better structural optimization result in the secondary structural optimization.

[0076] In the specific implementation process, in addition to performing a more refined mesh division on the first structural model, it is also necessary to perform mesh processing on the obtained mesh to obtain a second mesh model. Specifically, mesh processing can include size cleaning, curvature control, inflation setting, and transition setting, etc. Among them, size cleaning can be performed on the meshes in some transition regions, and performing size cleaning can reduce the number of meshes; curvature control is because there are a large number of distorted, deformed, small-curvature, and sharp meshes on the surface of the first structural model, and it is necessary to control them. Therefore, curvature control can be performed on the meshes to make the meshes regular; transition setting refers to controlling the growth ratio of adjacent elements to perform mesh transition. When the number of transition meshes reaches a certain standard, the accuracy of iterative structural optimization will increase slightly; inflation setting can select the outer mesh inflation setting at special parts, so that the general appearance of the instrument can be retained after increasing the number of mesh layers.

[0077] Step S600, perform structural optimization on the first structural model based on the second mesh model and the preset structural optimization parameters to obtain a second structural model. In this embodiment, when performing structural optimization on the first structural model, the structural optimization parameters used can be the same as those used when performing structural optimization on the instrument model. For example, the structural optimization parameters can still be the maximum number of iterations, convergence accuracy, and penalty factor. As for the specific values corresponding to each parameter type, they can be adjusted according to the actual situation and are not limited here. Please refer to Figure 6 , Figure 6 is a schematic diagram of the second structural model obtained after performing structural optimization on the first structural model disclosed in this embodiment. As Figure 6 shown, it can be seen that Figure 6 compared with the first structural model in Figure 5 , the sharpness of the second structural model after performing structural optimization again has been reduced, the sharp protrusions on the model surface have decreased, and the structure around the connection point (the second area to be optimized) has been retained, reducing the overall weight of the automotive instrument while ensuring the instrument strength of the automotive instrument.

[0078] Step S700: If the second structural model meets the second preset condition, perform model repair on the second structural model to obtain a repaired model, and complete the structural simulation optimization of the automotive instrument to be optimized. Herein, the second preset condition includes the model sharpness of the second structural model. In this embodiment, when the model sharpness of the second structural model meets the second preset condition, that is, when the model sharpness of the second structural model meets the design and / or production requirements, perform model repair on the second structural model. Specifically, model repair refers to performing repair processing on the sharp protrusions on the surface of the second structural model again. The repair processing is mainly to make the surface of the second structural model smoother and closer to the requirements of production and technology, facilitating production. In an alternative embodiment, the model repair includes at least one of short edge cleaning, duplicate edge cleaning, interference processing, and sharp point processing for the second structural model. Please refer to Figure 7 , Figure 7 which is a schematic diagram of the repaired model obtained after performing model repair disclosed in this embodiment. After repairing the model, a repaired model as shown in Figure 7 can be obtained. Finally, output the repaired model and complete the structural simulation optimization of the automotive instrument to be optimized.

[0079] To improve the aesthetics and practicality of the obtained repaired model, in an alternative embodiment, after step S700, the structural simulation optimization method for the automotive instrument further includes:

[0080] Step S800: If the second structural model does not meet the second preset condition, adjust the parameters in the structural optimization parameters, and execute step S600. If, after performing structural optimization on the first structural model, the obtained second structural model does not meet the second preset condition, that is, the model sharpness of the second structural model does not meet the requirements, then perform structural optimization on the obtained second structural model again until the second structural model meets the second preset condition. Through the iterative optimization method, the aesthetics and practicality of the obtained repaired model can be improved.

[0081] This embodiment also discloses an automotive instrument, which is obtained after performing simulation optimization by using the structural simulation optimization method for the automotive instrument described in any of the above embodiments.

[0082] According to the structural simulation optimization method and vehicle instrument of the embodiments of the present invention, the method includes obtaining an instrument model, performing mesh division on the instrument model of the vehicle instrument to be optimized to obtain a first mesh model, and sequentially performing static analysis and modal analysis on the instrument model based on the first mesh model to obtain modal solution information. When the modal solution information meets the first preset condition, that is, when the instrument strength of the vehicle instrument to be optimized meets the preset condition, structural optimization is performed on the first optimization region based on the first mesh model to obtain a first structural model. Mesh division is performed on the first structural model again, and the obtained mesh is processed to obtain a second mesh model. Then, based on the second mesh model, structural optimization is performed on the first structural model again to obtain a second structural model. When the second structural model meets the second preset condition, that is, when the model sharpness of the second structural model meets the preset condition, model repair is performed on the second structural model to obtain a repaired model, and the simulation optimization is completed. Through the above solution, static and modal analyses are first performed, and when the strength of the instrument model meets the conditions, the structural optimization of the instrument model is performed in an iterative optimization manner, so that the quality of the vehicle instrument model can be reduced on the premise of ensuring the strength of the instrument model, thereby reducing the production and development costs. Moreover, during the iterative optimization of the structure of the instrument model, mesh division is performed at least twice, and the mesh is processed according to the different mesh division objects, so as to improve the accuracy of the obtained second mesh model, and further improve the efficiency and accuracy of structural optimization.

[0083] Those skilled in the art can understand that, on the premise of no conflict, the above preferred solutions can be freely combined and superimposed. Among them, the flowcharts and block diagrams in the drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the module, the program segment, or the part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions. The numbers assigned to the steps in this article are only for convenience of description and reference, and are not used to limit the order before and after. The specific execution order is determined by the technology itself, and those skilled in the art can determine various allowed and reasonable orders according to the technology itself.

[0084] It should be noted that in the present invention, step numbers (letter or number numbers) are used to refer to certain specific method steps, merely for the purpose of convenience and conciseness of description, and by no means to limit the order of these method steps by letters or numbers. Those skilled in the art can understand that the order of relevant method steps should be determined by the technology itself and should not be unduly restricted by the existence of step numbers. Those skilled in the art can determine various permitted and reasonable step orders according to the technology itself.

[0085] Those skilled in the art can understand that on the premise of no conflict, the above preferred solutions can be freely combined and superimposed.

[0086] It should be understood that the above embodiments are merely exemplary and not restrictive. Without departing from the basic principles of the present invention, various obvious or equivalent modifications or substitutions made by those skilled in the art to the above details will be included within the scope of the claims of the present invention.

Claims

1. A structural simulation and optimization method for an automotive instrument, characterized in that, The method includes: Step S100, obtaining an instrument model of an automobile instrument to be optimized; Step S200, performing mesh division on the instrument model to obtain a first mesh model; Step S300, sequentially performing static analysis and modal analysis on the instrument model based on the first mesh model to obtain modal solution information of the instrument model; Step S400, if the modal solution information meets a first preset condition, performing structural optimization on a first region to be optimized of the instrument model according to the modal solution information, a response basis condition, and preset structural optimization parameters to obtain a first structural model, where the first preset condition includes the instrument strength of the automobile instrument to be optimized, the response basis condition includes the mass retention percentage of the first region to be optimized, and the preset structural optimization parameters include the maximum number of iterations and the convergence accuracy; Step S500, performing mesh division on the first structural model and performing mesh processing on the obtained mesh to obtain a second mesh model, where the mesh processing includes at least one of size cleaning, curvature control, and inflation setting; Step S600, performing structural optimization on the first structural model based on the second mesh model and the preset structural optimization parameters to obtain a second structural model; Step S700, if the second structural model meets a second preset condition, performing model repair on the second structural model to obtain a repaired model, and completing the structural simulation optimization of the automobile instrument to be optimized, where the second preset condition includes the model sharpness of the second structural model.

2. The structural simulation optimization method of the vehicle instrument according to claim 1, characterized in that Between step S100 and step S200, the method further includes: Step S110, determining a second region to be optimized in the instrument model according to the first preset condition, where the second region to be optimized includes a region for optimizing the instrument strength, and the second region to be optimized is a region different from the first region to be optimized, so that the instrument strength of the second region to be optimized remains unchanged during the process of optimizing the first region to be optimized.

3. The structural simulation optimization method of the vehicle instrument according to claim 2, characterized in that, Step S110 includes: Step S111, obtaining a damaged model of the automobile instrument to be optimized, where the damaged model is a model obtained by scanning after a modal test on a sample of the automobile instrument to be optimized, and the sample of the automobile instrument to be optimized is produced based on the instrument model; Step S112, comparing the differences between the instrument model and the damaged model to determine a second region to be optimized in the instrument model, where the second region to be optimized includes the region where the instrument model is inconsistent with the damaged model.

4. The structural simulation optimization method of the vehicle instrument according to claim 2, wherein Between step S100 and step S200, the method further includes: Step S120, obtaining the broken surfaces and / or edge lines in the damaged model; Step S130, merging the broken surfaces at the corresponding positions in the instrument model, and / or deleting the edge lines at the corresponding positions in the instrument model to simplify the instrument model.

5. The structural simulation optimization method of the vehicle instrument according to claim 1, characterized in that The model repair includes performing at least one of short edge cleaning, duplicate edge cleaning, interference processing, and sharp point processing on the second structural model.

6. The structural simulation optimization method of the vehicle instrument according to claim 1, wherein After step S700, the method further includes: Step S800: If the second structural model does not meet the second preset condition, adjust the parameters in the structural optimization parameters, and execute Step S600.

7. The structural simulation optimization method of the vehicle instrument according to claim 1, characterized in that The said Step S200 includes: Step S201: Use the mesh division parameters to perform model mesh division on the instrument model to obtain a divided model; Step S202: Obtain the sheet-like structure in the instrument model, and locally encrypt the mesh corresponding to the sheet-like structure in the divided model to obtain a first mesh model.

8. The structural simulation optimization method of the vehicle instrument according to claim 1, characterized in that The said Step S300 includes: Step S301: Based on the static analysis parameters, perform static solution on the first mesh model to obtain a static solution result, wherein the static analysis parameters include gravity parameters, connection point degree of freedom constraint parameters, and structural analysis parameters; Step S302: Based on the modal analysis parameters and the static solution result, perform prestressed modal analysis on the first mesh model to obtain modal solution information, wherein the modal analysis parameters include the maximum modal order and frequency range.

9. The structural simulation optimization method of the vehicle instrument according to claim 1, characterized in that The said Step S400 includes: Step S401: According to the modal solution information and the preset structural optimization parameters, perform structural optimization on the first region to be optimized to obtain a first optimized model, wherein the structural optimization parameters include the maximum number of iterations, convergence accuracy, and penalty factor; Step S402: According to the response basis condition, perform structural optimization on the first optimized model to obtain a first structural model, and the response basis condition includes the mass retention percentage of the first region to be optimized.

10. An automotive instrument, characterized in that, It is obtained after performing simulation optimization by using the structural simulation optimization method of the vehicle instrument according to any one of claims 1 to 9.

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