Front windshield glass design method

Abstract

The invention relates to the technical field of automobile body design, and provides a front windshield glass design method. The method comprises the following steps: S1, positioning a standard dummy to a theoretical H point on an adjustable physical rack according to a whole vehicle framework parameter, and preliminarily positioning a front windshield and a black edge thereof according to a modeling parameter; s2, subjectively evaluating the front visual field based on the H point by a tester with the height percentage coverage of 5%-95%, and synchronously and dynamically optimizing the inclination angle of the glass, the position of the C point and the width of each black edge according to the subjective evaluation; and S3, carrying out three-dimensional scanning on the optimized glass, converting the obtained point cloud data into a whole vehicle design coordinate system, and outputting final design parameters such as a glass three-dimensional coordinate, an inclination angle and a black edge width. According to the method, man-machine subjective evaluation and multi-parameter integrated optimization are preposed to the initial stage of design, the cooperation of modeling, man-machine and process is realized, the later modification cost and safety risk are greatly reduced, and the output accurate parameters can be directly used for guiding the construction of a modeling curved surface and an engineering digital model.

Description

Technical Field

[0001] This invention relates to the field of automotive body design technology, and more specifically, to a method for designing a windshield. Background Technology

[0002] In traditional automotive development processes, defining and positioning the windshield is a critical task, directly impacting driver visibility safety, overall vehicle aesthetics, and aerodynamic performance. Currently, the industry's commonly used approach relies on a step-by-step design verification process. First, designers determine the initial dimensions of the windshield based on regulatory requirements for visibility in zones A and B. Simultaneously, considering ergonomic objectives, they determine key parameters such as the upper and lower field of vision and the A-pillar obstruction angle to define the glass's installation position and boundary contours. Subsequently, the styling department creates a digital or clay model of the entire vehicle based on these theoretical parameters.

[0003] However, using traditional development methods, the substantive verification of whether the windshield can fully meet various visibility requirements is relegated to the prototype stage after the design is finalized. This lag leads to the following drawbacks: First, the rationality of the glass's position and boundaries cannot be verified in a timely and intuitive manner in the early design phase, posing a risk of a disconnect between the established visibility targets and the actual user experience. Second, if unsatisfactory forward visibility is discovered during the prototype stage, modifications are extremely costly and time-consuming due to the involvement of multiple stages such as styling, mold making, and final assembly. This often forces project teams to compromise and accept minor visibility issues, thus creating potential driving safety hazards.

[0004] In summary, existing technologies lack an effective means to quickly, intuitively, and comprehensively verify the windshield layout scheme in the early design stages, before the styling is finalized. To overcome the lag and high cost of traditional methods, an innovative windshield layout design scheme is urgently needed. Summary of the Invention

[0005] This invention addresses the technical problems existing in the prior art by providing a windshield design method that integrates human-machine subjective evaluation, styling requirements and process constraints in advance, thereby achieving accurate and efficient determination of the windshield glass boundary and position, ensuring the reliability and safety of the driver's vision from the source.

[0006] This invention provides a method for designing a windshield, comprising: S1. On the adjustable physical platform, position the standard dummy to the theoretical H point determined according to the vehicle structure parameters, and preliminarily position the windshield based on the preset styling parameters. The theoretical H point is the rotation center of the standard dummy's torso and thighs. S2, in the driving environment simulated by the physical test bench, testers with representative heights subjectively evaluate the forward visibility of the vehicle based on the theoretical H point, and simultaneously optimize the arrangement, tilt angle, and black edge boundary of the windshield based on the evaluation results to meet the visibility requirements. S3, perform a three-dimensional scan on the optimized windshield, convert the obtained physical data into the vehicle design coordinate system, and output the final design parameters.

[0007] Based on the above technical solution, the present invention can also be improved as follows.

[0008] Optionally, before step S1, the following steps are also included: A three-dimensional real vehicle coordinate system is established with the horizontal ground as the reference and the point of contact between the outermost part of the front wheel of the vehicle and the ground as the origin of the coordinate system.

[0009] Optionally, in step S1, positioning the standard dummy to the theoretical H-point determined based on the vehicle architecture parameters includes: S101, Input the vehicle architecture parameters, which include at least the distance from the origin to the step point (L1), the height from the ground to the vehicle floor (H1), and the human sitting height (H4). S102, Based on the vehicle architecture parameters, the position of the theoretical H point in the actual vehicle coordinate system is calculated using ergonomic formulas, wherein the theoretical H point is the rotation center of the torso and thigh of the standard dummy; S103, adjust the position of the physical seat and the standard dummy on the physical platform so that the H point of the dummy coincides with the calculated theoretical H point.

[0010] Optionally, in step S1, the preliminary positioning of the windshield based on preset styling parameters includes: S104, Input preset styling parameters, the styling parameters include at least the distance from the origin to point C (L2), the height from the vehicle floor to point C (H2), and the windshield tilt angle (A1), wherein point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield; S105, based on the distance from the origin to point C (L2) and the height from the vehicle floor to point C (H2), determine the position of point C in the actual vehicle coordinate system, and with point C as a reference, combined with the windshield tilt angle (A1), install and initially fix the windshield on the physical platform; S106, initially adjust the width of the black border in the four directions of the front windshield (top, bottom, left, and right) to the preset value.

[0011] Optionally, in step S2, the test subjects with representative height include a group of test subjects whose height percentiles cover 5% to 95%.

[0012] Optionally, step S2 includes: S201, guide each tester to sit down so that the tester's H point is located at the theoretical H point after sitting down, and the tester's eye point is located within a preset range determined by the theoretical H point; S202, Testers evaluate forward visibility in a real driving position. The evaluation indicators include at least the forward upper visibility, forward lower visibility, and A-pillar obstruction angle. S203, based on real-time feedback from the testers, the shape parameters of the windshield and the position of the black edge are simultaneously adjusted on the physical test bench.

[0013] Optionally, in step S203, the simultaneous adjustment of the shape parameters and the position of the black edge of the windshield includes: The width of the upper, lower, left, and right black borders of the windshield is dynamically optimized by adjusting the distance (L2) from the origin to point C and the height (H2) from the floor inside the vehicle to point C, thereby changing the position of point C, and adjusting the tilt angle (A1) of the windshield until all visibility indicators meet the requirements; wherein, point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield.

[0014] Optionally, in step S3, performing a three-dimensional scan of the optimized windshield and converting the obtained physical data to the vehicle design coordinate system includes: S301, using a coordinate scanner, based on the origin of the actual vehicle coordinate system, scans the spatial position, outline shape and black edge boundary of the optimized windshield to obtain three-dimensional point cloud data; S302, through a coordinate transformation algorithm, the three-dimensional point cloud data is transformed from a coordinate system based on the actual vehicle origin to the vehicle design coordinate system.

[0015] Optionally, in step S3, the output of the final design parameters includes: S303 extracts and outputs the final three-dimensional spatial coordinates, normal tilt angle, and final width value of the surrounding black border of the windshield based on point cloud data transformed into the vehicle design coordinate system.

[0016] Optionally, the method also includes: S4, keep the optimized and determined position, tilt angle and black edge boundary of the windshield on the physical test platform unchanged; By adjusting the arrangement of human-machine hard points on the physical test bench, the simulated state of the vehicle architecture parameters can be changed; wherein, the arrangement of human-machine hard points includes the arrangement of pedals, floor or seats; Reposition the standard dummy to the new theoretical point H calculated based on the adjusted architectural parameters; Verify whether the existing windshield still meets the visibility requirements under the new ergonomic hardpoint layout, and revise the ergonomic hardpoint scheme in the overall vehicle layout based on the verification results.

[0017] This invention provides a windshield design method that utilizes an adjustable physical test bench to integrate and simulate elements such as the real driver, seat, windshield, and black border in physical space. Specifically, by placing representative test subjects of different heights in a standard sitting posture set according to the design hard point (H point), the forward field of vision (such as the upper front field of vision A3, the lower front field of vision A2, and the A-pillar obstruction angle) is directly and subjectively evaluated. Based on this, the windshield's placement, tilt angle (e.g., A1), and black border boundary are adjusted in real time and synchronously, thereby achieving direct and dynamic optimization of the styling and layout parameters through human-machine subjective experience. This invention significantly advances the field of vision verification work, which traditionally requires a physical vehicle after the styling is finalized, to the physical test bench stage in the early design phase. Finally, the optimized physical state is directly converted into precise digital design parameters through 3D scanning. This invention fundamentally solves the problems of missing early-stage field of vision verification and extremely high costs for later modifications in the traditional design process, achieving integrated collaborative design of styling, human-machine interface, and manufacturing process while ensuring field of vision safety. Attached Figure Description

[0018] Figure 1 This is a schematic diagram showing the fit between the windshield and the vehicle body. Figure 2 This is a diagram showing the location of the black border on the windshield. Figure 3 This is a schematic diagram showing the adjustment parameters of the windshield; Figure 4 A flowchart of a windshield design method provided in a certain embodiment of the present invention; Figure 5 A flowchart of a windshield design method provided in another embodiment of the present invention. Detailed Implementation

[0019] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0020] Figure 1 This is a schematic diagram showing the fit between the windshield and the vehicle body. Figure 1 The installation location of the car's windshield on the vehicle body is shown, and its functional areas are clearly defined, including Area A and Area B for visibility regulation verification, as well as the wiping area of ​​the wipers. Figure 1 The text also indicates the position of the black border on the windshield, showing its relationship with the glass and the surrounding body.

[0021] Specifically, Figure 1 In this diagram, point A is the point where the driver's line of sight intersects with the windshield when observing nearby road conditions (such as the front of the hood). Point A corresponds to the core field of vision directly in front of the driver at medium to long distances. Point A is used to define area A. Area A is the key visual field centered on point A.

[0022] Point B is the point where the driver's line of sight intersects with the windshield when observing road conditions at a distance (such as ahead of the road). Point B corresponds to the driver's core field of vision at a distance directly in front. Point B is usually located in area A or at the boundary of area A / B. Area B is the area surrounding area A to the edge of the glass, corresponding to the driver's side-front field of vision, used to assist observation.

[0023] Point C refers to the intersection of a horizontal line drawn from the highest point of the rear of the engine hood (cowl point) and the windshield.

[0024] Figure 2 This diagram illustrates the location of the black border on the windshield, showing the boundary outline of the black border area. It visually demonstrates the range and shape of the black border around the glass, serving as a key reference for optimizing the black border design.

[0025] Figure 3 This diagram illustrates the various adjustment parameters of the windshield. Using a vehicle side view and ergonomic model, it demonstrates the key parameters involved in the method of this invention, including but not limited to: ergonomic reference points (such as H-point, eye points V1 / V2, and C-point), distance parameters (such as L1 and L2), height parameters (such as H1-H4), and field of view angles (such as A1, A2, and A3), clearly illustrating the spatial definitions and interrelationships of each parameter. Table 1 provides a brief explanation of the definitions of some adjustment parameters involved in the embodiments of this invention.

[0026] Table 1 Parameter Table

[0027] Based on the above theoretical foundation, such as Figure 4 The diagram shown is a flowchart of a windshield design method according to an embodiment of the present invention. Figure 4 As shown, this embodiment provides a windshield design method, including steps S1 to S3: S1. On the adjustable physical platform, position the standard dummy to the theoretical H point determined according to the vehicle structure parameters, and preliminarily position the windshield based on the preset styling parameters. The theoretical H point is the rotation center of the standard dummy's torso and thighs.

[0028] This step involves precisely positioning a standard dummy on an adjustable physical platform to the theoretical H-point calculated from the vehicle's structural parameters, while simultaneously fixing the windshield based on styling parameters. This creates a physical verification environment integrating human-machine interface hard points and styling solutions from the early design stages, establishing a realistic spatial benchmark for subjective human-machine evaluation. This avoids perceptual biases that may exist with purely digital models and moves subsequent vision verification from the later stages of the actual vehicle development to the more cost-effective design phase.

[0029] S2, in the driving environment simulated by the physical test bench, testers with representative heights subjectively evaluate the forward visibility of the vehicle based on the theoretical H point, and simultaneously optimize the arrangement, tilt angle, and black border of the windshield based on the evaluation results to meet the visibility requirements.

[0030] This step allows testers covering a range of heights within the target population to subjectively evaluate the driving visibility in a pre-established physical test bench environment. Based on their real-time feedback, multiple parameters, such as glass position, tilt angle, and black border, are adjusted simultaneously. This step is a dynamic, closed-loop process driven by human subjective experience to optimize design. It achieves real-time collaboration and rapid iteration between styling requirements and ergonomic requirements, resolving the issue of compromises in visibility caused by conflicting professional goals.

[0031] S3, perform a three-dimensional scan on the optimized windshield, convert the obtained physical data into the vehicle design coordinate system, and output the final design parameters.

[0032] This step utilizes 3D scanning technology to accurately convert the optimized physical model (including glass contours and black borders) into digital point cloud data, and then aligns it to the vehicle design coordinate system through coordinate transformation. This step is equivalent to completing a reverse engineering process from the physically optimal solution to the digital definition. This step outputs accurate and reliable final design parameters for the windshield, verified by a physical prototype, ensuring that subsequent styling and surface design and digital model construction are completely faithful to the optimization results, eliminating deviations and losses during data transfer.

[0033] Understandably, given the deficiencies in the prior art, this invention proposes a windshield design method. This method achieves precise reproduction on a physical test bench. Figure 3 The human-machine interface hard points (such as H point, C point) and design parameters (such as A1, A2, L1, H2, etc.) are shown, and a system with [missing information] is installed. Figure 2 The clearly defined black border on the glass allows testers of different heights to be assessed based on their actual sitting posture at point H from the initial design stage. Figure 1 The system directly evaluates and verifies key viewing areas such as Zone A, Zone B, and the wiper area as defined in the specifications. By adjusting parameters such as glass tilt angle, position, and black border in real-time, the system directly translates the human-machine interface's subjective experience into a clear assessment. Figure 3 The synchronous optimization of all parameters (A1, A2, L2, H2, etc.) ultimately translates the optimized entity state into a precise digital definition. This method changes the passive situation in the traditional process where only theoretical calculations are possible in the early stages and visibility issues can only be discovered in the later stages of actual vehicle testing. It achieves closed-loop integration and verification of styling, human-machine interface, and process constraints at the design front end, eliminating the high modification costs and safety compromises caused by substandard visibility from the source.

[0034] Based on the above technical solutions, the embodiments of the present invention can be further improved as follows.

[0035] In one possible embodiment, before step S1, the method further includes: A three-dimensional real vehicle coordinate system is established with the horizontal ground as the reference and the point of contact between the outermost part of the front wheel of the vehicle and the ground as the origin of the coordinate system.

[0036] It is understandable that, such as Figure 3 As shown, this embodiment establishes a unified three-dimensional coordinate system with the front wheel contact point of the vehicle as the origin of the actual vehicle, providing a precise spatial reference for the measurement and integration of all human-machine parameters, styling boundaries and field of view angles. This ensures the consistency of data references throughout the entire process from physical bench verification to digital model construction, avoiding design deviations caused by misalignment of the reference system.

[0037] In one possible embodiment, step S1 includes sub-steps S101 to S106: S101, Input the vehicle architecture parameters, which include at least the distance from the origin to the step point (L1), the height from the ground to the vehicle floor (H1), and the human sitting height (H4). S102, Based on the vehicle architecture parameters, the position of the theoretical H point in the actual vehicle coordinate system is calculated using ergonomic formulas; The theoretical H point is the rotation center (hinge point) of the torso and thigh when a standard dummy is sitting in the seat, which corresponds to the theoretical position of the hip joint (root of the thigh) in the vehicle coordinate system when the driver or passenger is sitting in the seat in a standard posture. S103, Adjust the position of the physical seat and the standard dummy on the physical platform so that the H point of the dummy coincides with the calculated theoretical H point; S104, Input preset styling parameters, the styling parameters include at least the distance from the origin to point C (L2), the height from the vehicle floor to point C (H2), and the windshield tilt angle (A1), wherein point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield; S105, based on the distance from the origin to point C (L2) and the height from the vehicle floor to point C (H2), determine the position of point C in the actual vehicle coordinate system, and with point C as a reference, combined with the windshield tilt angle (A1), install and initially fix the windshield on the physical platform; S106, initially adjust the width of the black border in the four directions of the front windshield (top, bottom, left, and right) to the preset value.

[0038] Taking the development of an SUV as an example, engineers first mark the contact point between the outermost front wheel and the ground on a horizontal test track as the vehicle's origin (0,0,0), and establish a vehicle coordinate system in the X (front-to-back) and Z (up-down) directions. Next, they input the SUV's platform parameters: distance from the origin to the foot point L1 = 500mm, ground-to-floor height H1 = 350mm, and target human sitting height H4 = 300mm. Using the SAE standard formula, they calculate the theoretical H-point coordinates as (X = 500mm, Z = 650mm). Then, on the physical test bench, they adjust the installed physical seat and SAE dummy until the dummy's hip point (H-point) is precisely aligned with the calculated (500, 650) position in the coordinate system, ensuring that the benchmark for subsequent visual field evaluation is consistent with the design goals.

[0039] After locating point H, input the styling requirements: distance L2 from the origin to point C = 300mm, height H2 from the floor to point C = 700mm, thus determining point C's location in the vehicle coordinate system as (X = 300mm, Z = 1050mm). Set the windshield tilt angle A1 = 60° according to the styling style. Then, install the glass on the test bench, ensuring its lower edge passes through point C and the tilt angle is 60°. Finally, make preliminary adjustments to the black borders: for example, by controlling the electrochromic (EC) glass, darken the upper area to form an 80mm wide upper black border, create a 150mm wide lower black border, and form 40mm side black borders on each side, to initially meet the requirements of aesthetic design and concealing the internal structure.

[0040] This embodiment accurately reproduces the calculated theoretical H point on a physical test bench and precisely locates the C point, glass tilt angle, and initial black edge defined based on the styling parameters in the same coordinate system. This allows for the precise construction of the driver-windshield initial spatial relationship in physical space that is completely consistent with the digital design target. This provides an accurate, reliable, and repeatable physical benchmark starting point for subsequent vision evaluation and optimization based on real human perception, ensuring that the optimization process starts from the correct design state and avoiding invalid iterations or incorrect optimization directions caused by benchmark deviations.

[0041] In one possible embodiment, step S2 includes: S201, organize a group of testers whose height percentiles cover 5% to 95%, guide each tester to sit down so that the tester's H point is located at the theoretical H point after sitting down, and the tester's eye point is located within a preset range determined by the theoretical H point. S202, Testers evaluate forward visibility in a real driving position. The evaluation indicators include at least the forward upper visibility, forward lower visibility, and A-pillar obstruction angle. S203, based on real-time feedback from the testers, the shape parameters and black border position of the windshield are simultaneously adjusted on the physical test bench; specifically including: The width of the upper, lower, left, and right black borders of the windshield is dynamically optimized by adjusting the distance (L2) from the origin to point C and the height (H2) from the floor inside the vehicle to point C, thereby changing the position of point C, and adjusting the tilt angle (A1) of the windshield until all visibility indicators meet the requirements; wherein, point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield.

[0042] For example, let's take a test subject whose height is at the 50th percentile as an example. First, guide the test subject to sit on the test bench seat with the pre-positioned H point. By fine-tuning the seat or backrest, ensure that their eye point falls within the preset range of the SAE standard eye ellipse determined by the theoretical H point (e.g., coordinates (500, 650)). Then, the test subject evaluates the test in a natural driving posture: they find that the forward upper field of vision (A3) is excessively obstructed by the preset upper black border, affecting the observation of traffic lights; at the same time, they feel that the forward lower field of vision (A2) is slightly small, causing concern about the blind spot near the front of the vehicle; they also point out that the obstruction angle of the left A-pillar is slightly large. Next, based on the tester's verbal feedback, the operator immediately performed synchronized adjustments on the test bench: slightly reducing the glass tilt angle (A1, for example, from 60° to 58°) and simultaneously narrowing the upper black border to widen A3; at the same time, by adjusting the support mechanism, the position of point C was fine-tuned (e.g., slightly increasing L2 from 300mm to 305mm) to collaboratively improve A2; during this process, the tester confirmed the improvement in field of vision in real time until all indicators reached their subjective satisfaction level. This process fully demonstrates how subjective experience can be translated into precise physical adjustments to multiple key parameters in real time.

[0043] In one possible embodiment, step S3 includes sub-steps S301 to S303: S301, using a coordinate scanner, based on the origin of the actual vehicle coordinate system, scans the spatial position, outline shape and black edge boundary of the optimized windshield to obtain three-dimensional point cloud data; S302, through a coordinate transformation algorithm, the three-dimensional point cloud data is transformed from a coordinate system based on the actual vehicle origin to the vehicle design coordinate system; S303 extracts and outputs the final three-dimensional spatial coordinates, normal tilt angle, and final width value of the surrounding black border of the windshield based on point cloud data transformed into the vehicle design coordinate system.

[0044] After completing the human-machine optimization based on the physical workbench, such as Figure 3 With all parameters determined, the operator then used a high-precision coordinate scanner, using the vehicle's origin as a reference, to inspect the windshield (including, etc.) fixed in the optimized position. Figure 2 The system performs a full-range scan of the precise black outline shown, generating a 3D point cloud containing millions of measurement points. Next, using coordinate transformation software, this point cloud data is precisely converted and matched from the actual vehicle coordinate system (originating at the wheel contact point) to the global design coordinate system used by the vehicle's digital model, which originates at the vehicle's center of gravity or front axle center. Finally, based on this converted precise digital model, the system automatically extracts and outputs the final 3D spatial equation of the windshield in the design coordinate system, the normal tilt angle value (e.g., A1=58.5°), and the final precise width values ​​of the four black edges (e.g., the upper black edge is 75mm wide). These extracted, physically verified final parameters can be directly used as unchangeable input conditions to drive the styling department in A-level surface smoothing and guide the engineering department in the precise construction of the digital model and the design of its fit with surrounding parts (e.g., the dashboard and roof), ensuring complete consistency between the actual vehicle and the optimized bench setup.

[0045] In one possible embodiment, such as Figure 5 As shown, the method also includes: S4, keep the optimized and determined position, tilt angle and black edge boundary of the windshield on the physical test platform unchanged; By adjusting the arrangement of human-machine hard points on the physical test bench, the simulated state of the vehicle architecture parameters can be changed; wherein, the arrangement of human-machine hard points includes the arrangement of pedals, floor or seats; Reposition the standard dummy to the new theoretical point H calculated based on the adjusted architectural parameters; Verify whether the existing windshield still meets the visibility requirements under the new ergonomic hardpoint layout, and revise the ergonomic hardpoint scheme in the overall vehicle layout based on the verification results.

[0046] For example, after optimizing the windshield of a car, the styling department wanted the glass to have an extremely low tilt angle (e.g., A1=65°) to create a dynamic stance. However, when verifying the initial hard points (L1=450mm, H1=300mm), the A-pillar obstruction angle for the 95th percentile driver was close to exceeding the limit. At this point, the optimized glass position was first completely locked in. Then, on a test bench, the pedal position was adjusted backward by 20mm (e.g., simulating L1 increasing from 450mm to 470mm), while the floor height was lowered by 15mm (simulating H1 decreasing from 300mm to 285mm). Next, the H-point was recalculated and repositioned based on the new L1 and H1 values. Finally, tall test personnel verified that with the new hard point arrangement, the A-pillar obstruction angle at the same glass position was improved, meeting the visibility requirements.

[0047] In this embodiment, when the windshield with a fixed shape conflicts with the human-machine interface target, there is no need to modify the glass design. Instead, a compatible solution is found by adjusting the hard point parameters (L1, H1, etc.) of the pedals, floor, etc., through a physical test bench. This can provide key optimization basis for the overall layout.

[0048] This invention provides a windshield design method that constructs a physical platform integrating a standard dummy, an adjustable seat, an adjustable windshield, and a black border. From the initial design stage, it accurately reproduces the vehicle's ergonomic hard points (e.g., the H point determined based on parameters such as L1, H1, and H4) and styling parameters (the glass position defined based on parameters such as L2, H2, and A1). Testers covering a target height range are organized to conduct subjective visual evaluations in this real physical environment. Based on their experience, the glass tilt angle, C-point position, and black border boundary are dynamically and synchronously adjusted. Finally, the optimized physical state is reverse-engineered into precise digital design parameters through 3D scanning.

[0049] This invention completely solves the inherent drawbacks of traditional processes, such as the inability to verify in the early stages and the high cost of modification only when the actual vehicle stage is exposed. Through one-time bench integration verification, the styling aesthetics, ergonomics and process requirements are optimized in a coordinated manner before the styling is frozen. This not only ensures driving visibility safety from the source and avoids design compromises and rework costs in the later stages of the project, but also allows the precise parameters output to directly drive the styling surface and engineering model. Furthermore, the device and method can be used in reverse to verify and optimize the overall vehicle layout scheme, realizing a closed-loop and front-end design process.

[0050] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0051] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0052] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for designing a windshield, characterized in that, include: S1. On the adjustable physical platform, position the standard dummy to the theoretical H point determined according to the vehicle structure parameters, and preliminarily position the windshield based on the preset styling parameters. The theoretical H point is the rotation center of the standard dummy's torso and thighs. S2, in the driving environment simulated by the physical test bench, testers with representative heights subjectively evaluate the forward visibility of the vehicle based on the theoretical H point, and simultaneously optimize the arrangement, tilt angle, and black edge boundary of the windshield based on the evaluation results to meet the visibility requirements. S3, perform a three-dimensional scan on the optimized windshield, convert the obtained physical data into the vehicle design coordinate system, and output the final design parameters.

2. The windshield design method according to claim 1, characterized in that, Before step S1, the following are also included: A three-dimensional real vehicle coordinate system is established with the horizontal ground as the reference and the point of contact between the outermost part of the front wheel of the vehicle and the ground as the origin of the coordinate system.

3. The windshield design method according to claim 2, characterized in that, In step S1, positioning the standard dummy to the theoretical H point determined based on the vehicle architecture parameters includes: S101, Input the vehicle architecture parameters, which include at least the distance from the origin to the step point (L1), the height from the ground to the vehicle floor (H1), and the human sitting height (H4). S102, Based on the vehicle architecture parameters, the position of the theoretical H point in the actual vehicle coordinate system is calculated using ergonomic formulas, wherein the theoretical H point is the rotation center of the torso and thigh of the standard dummy; S103, adjust the position of the physical seat and the standard dummy on the physical platform so that the H point of the dummy coincides with the calculated theoretical H point.

4. The windshield design method according to claim 2, characterized in that, In step S1, the preliminary positioning of the windshield based on preset styling parameters includes: S104, Input preset styling parameters, the styling parameters include at least the distance from the origin to point C (L2), the height from the vehicle floor to point C (H2), and the windshield tilt angle (A1), wherein point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield; S105, based on the distance from the origin to point C (L2) and the height from the vehicle floor to point C (H2), determine the position of point C in the actual vehicle coordinate system, and with point C as a reference, combined with the windshield tilt angle (A1), install and initially fix the windshield on the physical platform; S106, initially adjust the width of the black border in the four directions of the front windshield (top, bottom, left, and right) to the preset value.

5. The windshield design method according to claim 1, characterized in that, In step S2, the test subjects who are representative of height include a group of test subjects whose height percentiles cover 5% to 95%.

6. The windshield design method according to claim 1, characterized in that, Step S2 includes: S201, guide each tester to sit down so that the tester's H point is located at the theoretical H point after sitting down, and the tester's eye point is located within a preset range determined by the theoretical H point; S202, Testers evaluate forward visibility in a real driving position. The evaluation indicators include at least the forward upper visibility, forward lower visibility, and A-pillar obstruction angle. S203, based on real-time feedback from the testers, the shape parameters of the windshield and the position of the black edge are simultaneously adjusted on the physical test bench.

7. A windshield design method according to claim 6, characterized in that, In step S203, the synchronous adjustment of the shape parameters and the position of the black edge of the windshield includes: The width of the upper, lower, left, and right black borders of the windshield is dynamically optimized by adjusting the distance (L2) from the origin to point C and the height (H2) from the floor inside the vehicle to point C, thereby changing the position of point C, and adjusting the tilt angle (A1) of the windshield until all visibility indicators meet the requirements; wherein, point C is the position where the horizontal line passing through the highest point of the rear of the engine hood intersects with the lower end of the windshield.

8. A windshield design method according to claim 2, characterized in that, Step S3, the step of performing a three-dimensional scan on the optimized windshield and converting the obtained physical data to the vehicle design coordinate system includes: S301, using a coordinate scanner, based on the origin of the actual vehicle coordinate system, scans the spatial position, outline shape and black edge boundary of the optimized windshield to obtain three-dimensional point cloud data; S302, through a coordinate transformation algorithm, the three-dimensional point cloud data is transformed from a coordinate system based on the actual vehicle origin to the vehicle design coordinate system.

9. A windshield design method according to claim 8, characterized in that, In step S3, the output of the final design parameters includes: S303 extracts and outputs the final three-dimensional spatial coordinates, normal tilt angle, and final width value of the surrounding black border of the windshield based on point cloud data transformed into the vehicle design coordinate system.

10. A windshield design method according to any one of claims 1 to 9, characterized in that, Also includes: S4, keep the optimized and determined position, tilt angle and black edge boundary of the windshield on the physical test platform unchanged; By adjusting the arrangement of human-machine hard points on the physical test bench, the simulated state of the vehicle architecture parameters can be changed; wherein, the arrangement of human-machine hard points includes the arrangement of pedals, floor or seats; Reposition the standard dummy to the new theoretical point H calculated based on the adjusted architectural parameters; Verify whether the existing windshield still meets the visibility requirements under the new ergonomic hardpoint layout, and revise the ergonomic hardpoint scheme in the overall vehicle layout based on the verification results.

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