Automobile door lock system side collision safety simulation method and computer equipment
By building a finite element model and formulating safety performance evaluation standards, the shortcomings of existing technologies in dynamic simulation and evaluation of vehicle door lock systems have been addressed. This has enabled the assessment of failure risks and improved simulation efficiency of the lock hook system, making it applicable to various vehicle models and new energy vehicles.
Patent Information
- Application Number
- CN202511864530.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-11
- Publication Date
- 2026-02-27
AI Technical Summary
Existing technologies lack precise simulation and evaluation standards for door lock and latch systems in dynamic collisions during automobile development, making it difficult to accurately assess dynamic performance and conduct effective performance evaluations across different models and platforms. Furthermore, new energy vehicles have a high risk of latch failure due to structural differences.
A finite element model of the car door lock system was built, material properties and assembly constraints were defined, contact section forces were monitored, side impact simulations were performed, safety performance evaluation standards were formulated, peak forces were obtained through filtering, and the failure risk of the lock hook system was determined.
It enables dynamic simulation and quantitative assessment of failure risks of vehicle door lock systems, provides a unified evaluation standard, reduces physical testing costs, and improves simulation efficiency and accuracy. It is applicable to safety performance assessment of different vehicle models and new energy vehicles.
Smart Images
Figure CN121580751A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the fields of vehicle safety technology and computer-aided engineering simulation technology, and in particular to a side-impact safety simulation method and computer equipment for an automobile door lock system. Background Technology
[0002] With the increasing popularity of automobiles, especially new energy vehicles, their safety performance has received growing attention. The door locking system is one of the core components ensuring occupant safety, and the reliability of the locking hook, as a critical safety component, is paramount during a collision. A high-performance door locking system must be able to remain locked during a severe side impact, preventing the doors from being forced open, thus preserving a complete survival space for occupants and avoiding secondary injuries from being ejected from the vehicle.
[0003] Currently, in automotive development, engineers typically refer to static tensile tests to obtain the basic material properties of door lock components (such as lock hooks), and then perform finite element geometric modeling and material assignment based on these properties. However, this traditional simulation analysis method has significant limitations. Existing methods often only monitor the section force (SecFo) on the lock hook, failing to accurately simulate the complex interaction forces between the door lock and lock hook system during dynamic collisions, and also lacking effective monitoring of the entire system's performance under real collision loads. Secondly, evaluation standards are lacking. Due to the lack of effective modeling of the aforementioned dynamic interaction forces, existing technologies have not defined clear and unified safety performance limits or judgment criteria. This results in simulation monitoring results typically only being used for horizontal comparisons of similar vehicle types, and failing to enable effective performance evaluation and transfer between different vehicle types (such as sedans, SUVs, and MPVs) or different platform architectures.
[0004] The aforementioned limitations make it difficult to accurately assess the dynamic performance of the door lock system and provide early warnings of failure risks during the virtual development phase of the product. The development process inevitably relies heavily on expensive and lengthy physical crash tests for verification. Many potential problems (such as lock hook breakage) often only become apparent during real-vehicle testing. At this point, seeking remedial measures is not only time-sensitive, but also, due to the lack of quantitative evaluation criteria, optimization solutions are often based on experience, easily leading to recurring problems, wasting testing resources, and delaying the development cycle.
[0005] This contradiction is particularly pronounced in new energy vehicles. Due to the concentrated battery packs, the platform structure of new energy vehicles differs significantly from that of traditional gasoline vehicles. In high-speed side-impact collisions, this unique characteristic often manifests as the Z-axis (vertical) upward swaying of the doors. This swaying causes a sharp increase in the vertical load on the door lock and latch system, easily triggering failure modes such as latch breakage and separation of the latch and latch, causing the doors to unexpectedly open during a collision and posing a serious threat to occupant safety. Summary of the Invention
[0006] The purpose of this invention is to provide a side-impact safety simulation method and computer equipment for automotive door lock systems, in order to solve the problems of insufficient model accuracy, lack of evaluation standards, and incomparability in the prior art. It can dynamically simulate the interaction force between the automotive door lock and the lock hook system during a side-impact collision, and establishes a standard for evaluating the safety performance of automotive door lock systems. It can quantitatively assess the failure risk of the door lock and lock hook system during the product development stage, and significantly reduce the trial and error cost of physical testing.
[0007] This invention proposes a side-impact safety simulation method for automotive door lock systems, comprising the following steps:
[0008] A finite element model of a door lock system is constructed, wherein the components of the door lock system include a lock hook, a lock tongue, and a pawl;
[0009] Establish the assembly constraint relationships of each component in the finite element model of the door lock system;
[0010] Define the material properties of each component in the finite element model of the door lock system. The material properties of the lock hook are determined by benchmark static tensile test, and the lock tongue and pawl are defined as RBODY.
[0011] Define the force value output item of the door lock system, which includes the contact section force data between the lock hook and the surrounding directly contacting parts, and the section force data of the lock hook itself;
[0012] A side-impact vehicle model was built based on the finite element model of the door lock system.
[0013] A collision simulation load was applied to a side-impact vehicle model to conduct a collision test, and the contact force values between the locking hook and the surrounding directly contacting parts and the cross-sectional force values of the locking hook itself were analyzed.
[0014] In one embodiment, the force output item is specifically the curve of the contact cross-sectional force between the lock hook and the surrounding directly contacting parts as a function of collision time, and the curve of the cross-sectional force of the lock hook itself as a function of collision time.
[0015] The contact force between the lock hook and the surrounding directly contacting parts obtained from the collision test is the maximum value on the curve of the contact force between the lock hook and the surrounding directly contacting parts as a function of the collision time.
[0016] The cross-sectional force value of the lock hook obtained from the collision test is the maximum value on the curve of the cross-sectional force of the lock hook itself changing with the collision time after the collision test.
[0017] In one embodiment, the analysis yields the contact cross-sectional force values between the lock hook and surrounding directly contacting components, as well as the cross-sectional force values of the lock hook itself, specifically including:
[0018] The curves of the contact cross-sectional force between the lock hook and the surrounding directly contacting parts as a function of collision time, and the curves of the cross-sectional force of the lock hook itself as a function of collision time are filtered using a filter.
[0019] The maximum value is read from the filtered curve to obtain the contact force between the lock hook and the surrounding directly contacting parts, as well as the cross-sectional force of the lock hook itself.
[0020] In one embodiment, the force output term of the door lock system is defined, specifically including:
[0021] Set the bolt and latch to the locked state;
[0022] A local coordinate system is established on the lock hook, wherein the origin of the coordinate system is set in the key stress area of the lock hook, the axis is determined according to the structure and stress characteristics of the lock hook, and the coordinate system moves synchronously with the lock hook in translation and / or rotation.
[0023] Based on the local coordinate system, the contact section force data between the lock hook and the surrounding directly contacting components, and the section force data of the lock hook itself are defined and output.
[0024] In one embodiment, the contact cross-sectional force between the locking hook and surrounding directly contacting components is monitored using a SecFo of the CONT-MS type.
[0025] In one embodiment, the side-impact safety simulation method for automotive door lock systems further includes:
[0026] The collision simulation load was gradually increased to conduct a side-impact collision test on the whole vehicle model. The force value of the safety performance index of the door lock system was determined based on the contact section force value F_failure between the lock hook and the surrounding directly contacting parts obtained from the analysis when the door lock system failed.
[0027] According to the side impact conditions set in the project, a side impact collision test was conducted on the full vehicle model to obtain the contact force value F_max_simulation between the locking hook and the surrounding directly contacting parts under the set side impact conditions.
[0028] If F_max_simulation ≤ the safety performance index force value, then the lock hook force performance of the door lock system under the set side collision condition is deemed qualified;
[0029] If F_max_simulation > the safety performance index, then the door lock system is deemed to have a failure risk and design optimization is required.
[0030] In one embodiment, the security performance index of the door lock system is 0.80 * F_failure.
[0031] In one embodiment, the construction of the finite element model of the door lock system specifically includes: the lock hook, lock tongue and pawl are modeled using solid elements, and a layer of shell elements is wrapped around their surface.
[0032] In one embodiment, defining the material properties of each component in the finite element model of the door lock system further includes defining a material model with failure criteria or setting failure handling for components in the door lock system that are expected to fail.
[0033] The present invention also proposes a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the side-collision safety simulation method for a car door lock system as described above.
[0034] Compared with the prior art, the beneficial effects of the side-impact safety simulation method and computer equipment for automobile door lock systems of the present invention are as follows:
[0035] 1) This invention can dynamically simulate the interaction forces between the vehicle door lock and the locking hook system during a side impact. By defining safety performance indicators and judgment criteria based on failure thresholds, it can quantitatively assess the failure risk of the vehicle door lock system during the development stage, providing a direct and reliable basis for the optimized design of the door and surrounding vehicle body structure. Furthermore, the safety performance compliance judgment criteria proposed in this invention are universally applicable, providing a unified and comparable evaluation standard for door locking hook systems of different vehicle types (Sedan / SUV / MPV) and different platforms (especially new energy vehicle platforms).
[0036] 2) This invention innovatively constructs a complete closed-loop process from precise simulation modeling (geometry, materials, constraints, and monitoring definitions) to result processing (filtering and peak extraction) and then to quantitative safety evaluation (compliance criteria). The method of this invention is not only applicable to traditional car doors, but can also effectively solve the risk of lock system failure caused by Z-axis movement of the door due to the structural special characteristics of new energy vehicles. It is also applicable to the safety evaluation of new door structures such as pillarless doors and sliding doors. Its core ideas can be extended to other scenarios requiring assessment of connection system failure risks, possessing significant engineering application value and broad market prospects, and significantly improving the numerical analysis level and forward development capabilities of the door lock hook system's safety performance.
[0037] 3) This invention adopts a rigid connection strategy between the locking tongue and the pawl (RBODY), ignoring the impact of its minor deformation on the main force. Only the locking hook material needs to be benchmarked, which significantly reduces the complexity of the model and the workload of material benchmarking. It can reduce the sources of systematic error and improve simulation efficiency while ensuring the monitoring accuracy of the core interaction force. Attached Figure Description
[0038] Figure 1 A schematic diagram of key components of a car door lock system;
[0039] Figure 2 This is a flowchart illustrating a side-collision safety simulation method for an automotive door lock system according to an embodiment of the present invention.
[0040] Figure 3 This is a mesh partitioning diagram of a locking hook according to an embodiment of the present invention;
[0041] Figure 4 This is a mesh partitioning diagram of the latch and pawl according to an embodiment of the present invention;
[0042] Figure 5 This is an assembly diagram of the lock hook, lock tongue, and pawl in a door lock system according to an embodiment of the present invention;
[0043] Figure 6 for Figure 5 Engineering modeling diagram of motion constraints in the diagram;
[0044] Figure 7 This is a curve of the output force value in a collision test according to an embodiment of the present invention.
[0045] Figure Labels
[0046] A. Lock hook; B. Lock tongue; C. Pawl; D. Inner door panel; E. Lock reinforcement plate; F. Lock base plate; G. Lock housing; H. Back plate reinforcement plate; I. Lock outer shell. Detailed Implementation
[0047] To make the objectives, technical solutions, and advantages of this invention more readily understood, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that while many specific details are set forth in the following description to provide a thorough understanding of the invention, the invention can also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of the invention; therefore, the invention is not limited to the specific embodiments disclosed below.
[0048] Secondly, the phrase "an embodiment" or "a particular embodiment" in this application refers to a specific feature, structure, or characteristic that can be included in at least one implementation of the present invention. The phrases "in one embodiment" and "a particular embodiment" appearing in different places in this specification do not all refer to the same embodiment, nor are they embodiments that are mutually exclusive, either alone or selectively, with other embodiments. The terms "comprising" or "including" indicate the presence of the claimed feature but do not exclude the presence of one or more other features. The term "and / or" as used in this application includes any and all combinations of one or more of the related listed items.
[0049] This invention proposes a side-impact safety simulation method for automotive door lock systems, see [link / reference]. Figure 2 It includes the following steps:
[0050] Step S1: Build the finite element model of the door lock system. The specific process is as follows:
[0051] Construct a geometric model of the door lock system. The components of the door lock system include the lock hook A, lock tongue B, pawl C, inner door panel D, lock reinforcement plate E, lock base plate F, lock shell G, back plate reinforcement plate H, lock outer shell I, pivot, locking plate, etc. (See also...) Figure 1 ;
[0052] Appropriate element types are used for mesh generation: Components bearing critical loads, such as the latch, bolt, and pawl, are modeled using solid elements to fully describe their 3D geometry and internal mechanical response, and then encased in a shell element layer for accurate force contact. Other structural components of the door lock system can be modeled using shell elements, significantly reducing model complexity and improving simulation efficiency. Mesh size is controlled to ensure mesh quality and avoid computational distortion, such as... Figure 3 , Figure 4 As shown.
[0053] Step S2: Based on the actual motion relationships of each component in the door lock system, establish the assembly constraint relationships of each component in the finite element model of the door lock system to ensure that the model can accurately reflect the mechanical performance of the door lock system during the collision process.
[0054] Specifically, define the constraints between components based on the actual assembly relationship, see [link to relevant documentation]. Figure 5 ( Figure 5 (1 / 2 / 3 / 4 are the center points of RBODY) Figure 6 For example, the rotating joint (KJOIN_REVOLUTE) between the lock hook and the lock body is used to simulate the rotation of the lock hook around the axis, and the fixed constraint between the lock body and the car door is used to simulate the actual installation relationship, so as to ensure that the model can realistically reproduce the force transmission path of the door lock system.
[0055] Step S3: Define the material properties of each component in the finite element model of the door lock system.
[0056] Specifically, the material properties of the lock hook are determined through benchmark static tensile tests. That is, based on the static tensile test specifications (defined in the drawings) of the lock hook component and the benchmark results of its test data, the actual material properties of the lock hook material in the simulation (including possible strengthening effects) are determined and defined. The latch and pawl are defined as RBODY (rigid bodies), ignoring the influence of their material deformation on the overall interaction force, focusing mainly on their motion transmission and contact force. The material properties of other components are defined according to the actual situation. For components in the door lock system that are expected to fail, material models with failure criteria are defined or failure handling settings are implemented.
[0057] Step S4: Define the force output items of the door lock system. These include the contact section force data between the lock hook and surrounding directly contacting components (mainly the latch / inner door panel / lock reinforcement plate / lock base plate), and the lock hook's own section force data. The contact section force between the lock hook and surrounding directly contacting components is monitored using a CONT-MS type SecFo (SectionForce). In CONT-MS, "CONT" stands for Contact, indicating that the SecFo is for the force value at the contact interface; "MS" usually refers to Master-Slave, meaning that one component in the contact pair is defined as the master (e.g., the contact surface of the lock hook), and the other as the slave (e.g., the contact surface of the latch). The contact force is calculated by the relative movement and contact state of the master and slave surfaces, improving the calculation stability of complex contacts. The lock hook's own section force can be defined using conventional methods. By setting a virtual force-bearing section at a key location on the lock hook body, the force and torque data transmitted by this section are extracted to determine whether the lock hook itself has fractured or undergone plastic deformation due to excessive load.
[0058] The specific process of defining the force output term includes:
[0059] Set the bolt and latch to the locked state to simulate the actual locking condition of a door lock.
[0060] A local coordinate system is established on the locking hook: the origin of the coordinate system is set in the critical force-bearing area of the locking hook, and the axis is determined according to the structure and force characteristics of the locking hook (usually the main force direction of the locking hook). For example, due to the special structure of the battery pack platform, new energy vehicles often exhibit a significant Z-direction movement of the doors compared to traditional fuel vehicles. Therefore, for the coordinate system of the locking hook of new energy vehicles, one axis of the coordinate system must strictly correspond to the Z-direction movement direction of the doors to ensure that the subsequent output force data includes clear Z-direction force data. In addition, the coordinate system moves synchronously with the locking hook in translation and / or rotation.
[0061] Based on the aforementioned local coordinate system, the contact section force data between the lock hook and surrounding directly contacting components (mainly referring to the latch / inner door panel / lock reinforcement plate / lock base plate), as well as the sectional force data of the lock hook itself, are defined and output. This comprehensively obtains the force data of key parts of the door lock system, providing a basis for force value analysis in subsequent side-impact simulations. Specifically, the force value output items are the curves showing the change of contact section force between the lock hook and surrounding directly contacting components with impact time, and the curves showing the change of the lock hook's own sectional force with impact time. See [link to relevant documentation]. Figure 7 .
[0062] Step S5: Build a side-impact vehicle model based on the finite element model of the door lock system (e.g., the battery pack platform in a new energy vehicle model).
[0063] Step S6: Apply a collision simulation load to the side-impact vehicle model to conduct a collision test, and analyze the contact force values between the locking hook and the surrounding directly contacting components, as well as the sectional force values of the locking hook itself. Specifically, this includes:
[0064] The CFC180 filter was used to filter the curves of the contact section force between the lock hook and the surrounding directly contacting parts as a function of the collision time, and the curves of the lock hook's own section force as a function of the collision time.
[0065] The maximum value is read from the filtered curve to obtain the contact force between the lock hook and the surrounding directly contacting parts, as well as the cross-sectional force of the lock hook itself.
[0066] Specifically, the contact force value between the locking hook and surrounding directly contacting parts obtained from the crash test is the maximum value on the curve of the contact force between the locking hook and surrounding directly contacting parts versus the crash time. The cross-sectional force value of the locking hook itself obtained from the crash test is the maximum value on the curve of the cross-sectional force of the locking hook itself versus the crash time.
[0067] Step S7: Gradually increase the collision simulation load (overspeed or loading test simulation) to conduct a side-impact collision test on the whole vehicle model. Based on the force value F_failure of the contact section between the lock hook and the surrounding directly contacting parts obtained when the door lock system fails (such as the lock tongue and lock hook coming off each other, the lock hook breaking, the lock tongue breaking, etc.), determine the safety performance index force value of the door lock system.
[0068] Specifically, the safety performance index of the door lock system is calculated as follows: F = 0.80 * F_failure.
[0069] Step S8: Conduct a side-impact collision test on the full-vehicle model according to the side-impact conditions set in the project, and obtain the contact force value F_max_simulation between the lock hook and the surrounding directly contacting parts under the set side-impact conditions. If F_max_simulation ≤ the safety performance index force value, the lock hook force performance of the door lock system under the set side-impact conditions is deemed qualified; if F_max_simulation > the safety performance index, the door lock system is deemed to have a failure risk and design optimization is required.
[0070] For the same lock module and lock hook system design, the same set of safety performance index values determined by the above method can be used.
[0071] The present invention also proposes a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the side-collision safety simulation method for a car door lock system as described above.
[0072] The present invention has the following beneficial effects:
[0073] 1) This invention can dynamically simulate the interaction forces between the vehicle door lock and the locking hook system during a side impact. By defining safety performance indicators and judgment criteria based on failure thresholds, it can quantitatively assess the failure risk of the vehicle door lock system during the development stage, providing a direct and reliable basis for the optimized design of the door and surrounding vehicle body structure. Furthermore, the safety performance compliance judgment criteria proposed in this invention are universally applicable, providing a unified and comparable evaluation standard for door locking hook systems of different vehicle types (Sedan / SUV / MPV) and different platforms (especially new energy vehicle platforms).
[0074] 2) This invention innovatively constructs a complete closed-loop process from precise simulation modeling (geometry, materials, constraints, and monitoring definitions) to result processing (filtering and peak extraction) and then to quantitative safety evaluation (compliance criteria). The method of this invention is not only applicable to traditional car doors, but can also effectively solve the risk of lock system failure caused by Z-axis movement of the door due to the structural special characteristics of new energy vehicles. It is also applicable to the safety evaluation of new door structures such as pillarless doors and sliding doors. Its core ideas can be extended to other scenarios requiring assessment of connection system failure risks, possessing significant engineering application value and broad market prospects, and significantly improving the numerical analysis level and forward development capabilities of the door lock hook system's safety performance.
[0075] 3) This invention adopts a rigid connection strategy between the locking tongue and the pawl (RBODY), ignoring the impact of its minor deformation on the main force. Only the locking hook material needs to be benchmarked, which significantly reduces the complexity of the model and the workload of material benchmarking. It can reduce the sources of systematic error and improve simulation efficiency while ensuring the monitoring accuracy of the core interaction force.
[0076] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.
[0077] The constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, it will be readily understood by those who consult this disclosure that many modifications are possible without substantially departing from the novel teachings and advantages of the subject matter described herein. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "apparatus plus function" clause is intended to cover the structure described herein for performing said function, and not only structural equivalents but also equivalent structures. Various corresponding modifications and variations can be made by those skilled in the art according to the invention without departing from its spirit and essence, but all such corresponding modifications and variations should fall within the protection scope of the invention.
Claims
1. A method for side impact safety simulation of an automotive door lock system, characterized in that, The method comprises the following steps: a finite element model of a door lock system is built, components of the door lock system including a lock hook, a lock bolt and a pawl; an assembly constraint relationship of each component in the finite element model of the door lock system is established; material properties of each component in the finite element model of the door lock system are defined, wherein the material properties of the lock hook are determined through a static tensile test, and the lock bolt and the pawl are defined as RBODY; a force value output item of the door lock system is defined, the force value output item including contact section force data between the lock hook and surrounding directly contacted components and section force data of the lock hook itself; a side impact whole vehicle model is built based on the finite element model of the door lock system; a collision test is performed on the side impact whole vehicle model by applying a collision simulation load, and contact section force values between the lock hook and surrounding directly contacted components and section force values of the lock hook itself are analyzed.
2. The method of claim 1, wherein The force value output item is specifically a curve of the contact section force between the lock hook and surrounding directly contacted components changing with collision time, and a curve of the section force of the lock hook itself changing with collision time; the contact section force value between the lock hook and surrounding directly contacted components obtained through the collision test is a maximum value on the curve of the contact section force between the lock hook and surrounding directly contacted components changing with collision time obtained after the collision test; the section force value of the lock hook itself obtained through the collision test is a maximum value on the curve of the section force of the lock hook itself changing with collision time obtained after the collision test.
3. The method of claim 2, wherein The analysis of the contact section force values between the lock hook and surrounding directly contacted components and the section force values of the lock hook itself specifically comprises: filter processing is performed on the curve of the contact section force between the lock hook and surrounding directly contacted components changing with collision time and the curve of the section force of the lock hook itself changing with collision time using a filter; maximum values are read from the curves after the filter processing, to obtain the contact section force values between the lock hook and surrounding directly contacted components and the section force values of the lock hook itself.
4. The method of claim 1, wherein The definition of the force value output item of the door lock system specifically comprises: the lock bolt and the lock hook are set to a locked state; a local coordinate system is established on the lock hook, wherein an origin of the coordinate system is arranged at a key stress area of the lock hook, an axial direction is determined according to a structure and stress characteristics of the lock hook, and the coordinate system moves synchronously with the lock hook in translation and / or rotation; based on the local coordinate system, contact section force data between the lock hook and surrounding directly contacted components and section force data of the lock hook itself are defined and output.
5. The method of claim 1, wherein The contact section force between the lock hook and surrounding directly contacted components is monitored by using a SecFo of a CONT-MS type.
6. The method of claim 1, wherein The method further comprises: collision tests are performed on the side impact whole vehicle model by gradually increasing the collision simulation load, and a safety performance index force value of the door lock system is determined based on a contact section force value F_failure between the lock hook and surrounding directly contacted components analyzed when the door lock system fails; collision tests are performed on the side impact whole vehicle model according to a project set side impact condition, to obtain a contact section force value F_max_simulation between the lock hook and surrounding directly contacted components under the set side impact condition; if F_max_simulation is less than or equal to the safety performance index force value, it is determined that the lock hook force performance of the door lock system under the set side impact condition is qualified. If F_max_simulation> safety performance index, it is determined that the door lock system has a failure risk, and design optimization is required.
7. The method of claim 6, wherein The safety performance index force value of the door lock system = 0.80*F_failure.
8. The method of claim 1, wherein The finite element model of the door lock system specifically includes that the lock hook, the lock tongue and the pawl are modeled by using solid elements, and a layer of shell elements is wrapped on the surface thereof.
9. The method of claim 1, wherein The material properties of each component in the finite element model of the door lock system are defined, and further include that for the components in the door lock system that are expected to possibly fail, a material model with a failure criterion is defined or failure processing is set.
10. A computer device comprising a memory, a processor, and a computer program stored on the memory, wherein the computer program comprises instructions that, when executed by the processor, cause the processor to perform the method of any one of claims 1-9. The processor executes the computer program to implement the automobile door lock system side impact safety simulation method according to any one of claims 1-9.