Door apron handrail torsional stiffness performance optimization method, device, equipment and medium

Abstract

The application relates to a vehicle door apron handrail torsional stiffness performance optimization method, device, equipment and medium. Including: constructing a vehicle door apron handrail torsional stiffness finite element model and a response surface model; applying a torsional load on the response end of the response surface model to calculate the handrail single torsional stiffness value; under the condition of meeting the first preset requirement, coupling the door inner plate and the reinforcing support to the vehicle door apron handrail torsional stiffness finite element model, and applying a torsional load on the response end to calculate the handrail assembly torsional stiffness value; under the condition of meeting the second preset requirement, taking the minimization of the handrail assembly mass as an optimization target, carrying out topology optimization on the handrail and the reinforcing support, obtaining a lightweight finite element model, and performing performance evaluation, and when the evaluation condition is met, obtaining a final vehicle door apron handrail torsional stiffness finite element model. Therefore, the problems of low simulation accuracy, fuzzy optimization direction, long development cycle and high cost in the related art are solved, and the application has wide applicability and promotion value.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, equipment and medium for optimizing the torsional stiffness performance of a vehicle door panel armrest. Background Technology

[0002] The door panel armrests of passenger cars are core interior interaction components that drivers and passengers frequently come into contact with. Their torsional stiffness directly determines the comfort of use, structural reliability, and overall interior quality of the vehicle.

[0003] In related technologies, simulation analysis methods mainly use rigid elements to grasp the clamping position of the handrail area and establish stiffness element master nodes at the loading position to carry out simulation calculations, while optimization design relies more on engineering experience for adjustments.

[0004] However, due to the large discrepancy between simulation and physical experiment in related technologies, and the lack of clear single-factor analysis methods in the optimization process, problems such as low simulation accuracy, vague optimization direction, long development cycle and high cost have emerged, which urgently need to be solved. Summary of the Invention

[0005] This application provides a method, device, equipment, and medium for optimizing the torsional stiffness performance of a car door panel armrest, which solves the problems of low simulation accuracy, ambiguous optimization direction, long development cycle, and high cost in related technologies, and has broad applicability and promotion value.

[0006] To achieve the above objectives, the first aspect of this application proposes a method for optimizing the torsional stiffness performance of a car door panel armrest, comprising the following steps: A finite element model of the torsional stiffness of the door panel armrest is constructed, and a response surface model is constructed in the finite element model of the torsional stiffness of the door panel armrest. Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the handrail unit is calculated based on the application result. When the torsional stiffness value of the handrail unit meets the first preset requirement, the inner door panel and the reinforcing bracket are coupled to the torsional stiffness finite element model of the door panel handrail to obtain the coupled door panel handrail torsional stiffness finite element model, and a second preset torsional load is applied to the response end along the second preset direction, and the torsional stiffness value of the handrail assembly is calculated based on the application result. When the torsional stiffness value of the armrest assembly meets the second preset requirement, with the minimization of the armrest assembly mass as the optimization objective, based on the preset lightweighting strategy, topology optimization is carried out on the armrest body and the armrest reinforcement bracket until the preset lightweighting conditions are met, resulting in a lightweight finite element model. The performance of the lightweight finite element model is then evaluated, and if the performance evaluation results meet the preset evaluation conditions, the final torsional stiffness finite element model of the door panel armrest is obtained.

[0007] According to one embodiment of this application, constructing the finite element model of the torsional stiffness of the door panel armrest includes: Obtain the geometric data of the door panel armrest assembly and connecting components, and preprocess the geometric data to obtain a simplified geometric model; An equivalent constraint surface is generated in the core force-bearing area in the middle of the handrail, and a contact relationship is established between the equivalent constraint surface and the first preset clamp. A finite element model of the torsional stiffness of the door panel armrest is established based on the simplified geometry, the equivalent constraint surface, and the contact relationship.

[0008] According to one embodiment of this application, the step of constructing a response surface model in the finite element model of the torsional stiffness of the door panel armrest includes: In the finite element model of torsional stiffness of the door panel armrest, the equivalent loading arm is established by extending the rigid body principal node of the equivalent constraint surface through point-to-point rigid elements to obtain the response surface model. The response surface model simulates the length of the second preset fixture in the third preset direction with the main node as the fixed end and the extension end as the response end, and applies preset constraints to the response end to ensure force balance.

[0009] According to one embodiment of this application, the step of applying a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculating the torsional stiffness value of the handrail unit based on the application result, includes: Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model using a stepped distributed loading method; Obtain the displacement data of the main node of the response end and the equivalent constraint surface; Based on the first preset torsional load and the displacement data, the torsional stiffness value of the handrail unit is calculated.

[0010] According to one embodiment of this application, the step of coupling the inner door panel and the reinforcing bracket to the torsional stiffness finite element model of the door guardrail to obtain the coupled door guardrail torsional stiffness finite element model includes: Obtain and preprocess the geometric data of the door inner panel and the reinforcing bracket, and construct the finite element model of the door inner panel and the reinforcing bracket based on the preprocessed geometric data; The finite element models of the inner door panel and the reinforcing bracket are integrated into the finite element model of the torsional stiffness of the door guardrail armrest, and the constraint relationship of the finite element model of the torsional stiffness of the door guardrail armrest is adjusted to construct the coupled finite element model of the torsional stiffness of the door guardrail armrest.

[0011] According to the method for optimizing the torsional stiffness performance of the door panel armrest proposed in this application, a finite element model and a response surface model of the torsional stiffness of the door panel armrest are constructed. A torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the armrest unit is calculated. Under the condition of meeting preset requirements, the inner door panel and the reinforcing bracket are coupled to the finite element model of the door panel armrest torsional stiffness, and a torsional load is applied to the response end of the model, and the torsional stiffness value of the armrest assembly is calculated. Under the condition of meeting preset requirements, topology optimization is performed on the armrest and the reinforcing bracket. When the lightweight condition is met, the performance of the model is evaluated. When the performance evaluation result meets the evaluation conditions, the final finite element model of the torsional stiffness of the door panel armrest is obtained. This solves the problems of low simulation accuracy, ambiguous optimization direction, long development cycle, and high cost in related technologies, and has broad applicability and promotional value.

[0012] To achieve the above objectives, a second aspect of this application provides a device for optimizing the torsional stiffness performance of a car door panel armrest, comprising: The module constructs a finite element model of the torsional stiffness of the door panel armrest, and constructs a response surface model in the finite element model of the torsional stiffness of the door panel armrest. The calculation module applies a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculates the torsional stiffness value of the handrail unit based on the application result. The coupling module, when the torsional stiffness value of the handrail unit meets the first preset requirement, couples the inner door panel and the reinforcing bracket to the torsional stiffness finite element model of the door panel handrail to obtain the coupled door panel handrail torsional stiffness finite element model, and applies a second preset torsional load to the response end along the second preset direction, and calculates the torsional stiffness value of the handrail assembly based on the application result. The optimization module, under the condition that the torsional stiffness value of the armrest assembly meets the second preset requirement, takes minimizing the mass of the armrest assembly as the optimization objective, and performs topology optimization on the armrest body and armrest reinforcement bracket based on the preset lightweighting strategy until the preset lightweighting conditions are met, thereby obtaining a lightweight finite element model. The lightweight finite element model is then evaluated for performance, and if the performance evaluation results meet the preset evaluation conditions, the final torsional stiffness finite element model of the door panel armrest is obtained.

[0013] According to one embodiment of this application, the construction module is specifically used for: Obtain the geometric data of the door panel armrest assembly and connecting components, and preprocess the geometric data to obtain a simplified geometric model; An equivalent constraint surface is generated in the core force-bearing area in the middle of the handrail, and a contact relationship is established between the equivalent constraint surface and the first preset clamp. A finite element model of the torsional stiffness of the door panel armrest is established based on the simplified geometry, the equivalent constraint surface, and the contact relationship.

[0014] According to one embodiment of this application, the construction module is specifically used for: In the finite element model of torsional stiffness of the door panel armrest, the equivalent loading arm is established by extending the rigid body principal node of the equivalent constraint surface through point-to-point rigid elements to obtain the response surface model. The response surface model simulates the length of the second preset fixture in the third preset direction with the main node as the fixed end and the extension end as the response end, and applies preset constraints to the response end to ensure force balance.

[0015] According to one embodiment of this application, the computing module is specifically used for: Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model using a stepped distributed loading method; Obtain the displacement data of the main node of the response end and the equivalent constraint surface; Based on the first preset torsional load and the displacement data, the torsional stiffness value of the handrail unit is calculated.

[0016] According to one embodiment of this application, the coupling module is specifically used for: Obtain and preprocess the geometric data of the door inner panel and the reinforcing bracket, and construct the finite element model of the door inner panel and the reinforcing bracket based on the preprocessed geometric data; The finite element models of the inner door panel and the reinforcing bracket are integrated into the finite element model of the torsional stiffness of the door guardrail armrest, and the constraint relationship of the finite element model of the torsional stiffness of the door guardrail armrest is adjusted to construct the coupled finite element model of the torsional stiffness of the door guardrail armrest.

[0017] According to the torsional stiffness performance optimization device for car door panel armrests proposed in this application, a finite element model and a response surface model of the torsional stiffness of the car door panel armrest are constructed. A torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the armrest unit is calculated. Under the condition of meeting preset requirements, the inner door panel and the reinforcing bracket are coupled to the finite element model of the torsional stiffness of the car door panel armrest. A torsional load is applied to the response end of the model, and the torsional stiffness value of the armrest assembly is calculated. Under the condition of meeting preset requirements, topology optimization is performed on the armrest and the reinforcing bracket. When the lightweight condition is met, the performance of the model is evaluated. When the performance evaluation result meets the evaluation conditions, the final finite element model of the torsional stiffness of the car door panel armrest is obtained. This solves the problems of low simulation accuracy, ambiguous optimization direction, long development cycle, and high cost in related technologies, and has wide applicability and promotional value.

[0018] To achieve the above objectives, a third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for optimizing the torsional stiffness performance of the door panel armrest as described in the above embodiments.

[0019] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium storing a computer program that is executed by a processor to implement the method for optimizing the torsional stiffness performance of a door panel armrest as described in the above embodiments.

[0020] To achieve the above objectives, the fifth aspect of this application provides a computer program product, which, when executed by a processor, implements the method for optimizing the torsional stiffness performance of the door panel armrest as described in the above embodiments.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating a method for optimizing the torsional stiffness performance of a car door panel armrest according to an embodiment of this application. Figure 2 This is a schematic diagram of a test fixture provided according to an embodiment of this application; Figure 3 This is a schematic diagram of a prototype test fixture for a vehicle's guardrail armrest, provided according to an embodiment of this application. Figure 4 This is a schematic diagram of a test for the torsional stiffness of a vehicle's guardrail armrest according to an embodiment of this application; Figure 5 This is a schematic diagram of the torsional stiffness of a handrail according to an embodiment of this application; Figure 6 This is a schematic diagram of the finite element model of the torsional stiffness of a coupled door panel armrest according to an embodiment of this application; Figure 7 This is a flowchart of a method for optimizing the torsional stiffness performance of a door panel armrest according to an embodiment of this application; Figure 8 This is a block diagram of the door panel armrest torsional stiffness performance optimization device provided according to an embodiment of this application; Figure 9 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] The following describes, with reference to the accompanying drawings, a method, apparatus, equipment, and medium for optimizing the torsional stiffness performance of a car door panel armrest according to embodiments of this application. First, the method for optimizing the torsional stiffness performance of a car door panel armrest according to embodiments of this application will be described with reference to the accompanying drawings.

[0025] Figure 1 This is a flowchart of a method for optimizing the torsional stiffness performance of a door panel armrest according to an embodiment of this application.

[0026] like Figure 1 As shown, the method for optimizing the torsional stiffness performance of the door panel armrest includes the following steps: In step S101, a finite element model of the torsional stiffness of the door panel armrest is constructed, and a response surface model is constructed in the finite element model of the torsional stiffness of the door panel armrest.

[0027] Optionally, in some embodiments, constructing a finite element model of the torsional stiffness of the door panel armrest includes: acquiring geometric data of the door panel armrest assembly and connecting components, and preprocessing the geometric data to obtain a simplified geometric model; generating an equivalent constraint surface in the core stress area in the middle of the armrest, and establishing a contact relationship between the equivalent constraint surface and the first preset fixture; and establishing a finite element model of the torsional stiffness of the door panel armrest based on the simplified geometry, the equivalent constraint surface, and the contact relationship.

[0028] Among them, the door guard plate armrest assembly refers to the complete assembly in the vehicle mounting state, which takes the door guard plate armrest as the core and integrates the door guard plate base plate, the inner door panel, the armrest reinforcement bracket and all supporting connecting parts (buckles, screws, etc.).

[0029] Specifically, this application embodiment obtains complete geometric data of the door panel armrest assembly and connecting components. The door panel armrest assembly includes an armrest body, a foam layer, and a skin; the connecting components include a door panel base plate, clips, and screws. Further, this application embodiment preprocesses the geometric data, removing redundant features and small chamfers to ensure the integrity of the geometric model and accurately recreate its actual assembly state. The preprocessed geometric model is imported into finite element preprocessing software. Solid element meshing is used for the panel clip seats to facilitate subsequent constraints, while shell element meshing is used for the door panel and armrest areas. The mesh at the clip connection is processed using a washer (washer-type mesh), and the snap-fit ​​studs are meshed according to their actual structure. The basic mesh size can be 8mm to ensure that the mesh density in critical stress areas meets the calculation accuracy requirements. After meshing, this application embodiment performs a mesh quality check, inspecting the mesh according to preset quality standards. Requirements include no penetration between components, a Jacobian coefficient ≥ 0.7, and no abnormal elements. Furthermore, assembly simulations of each component were performed based on its actual installation location. For snap-fit ​​connections, differentiated processing was applied according to snap-fit ​​type. The snap-fit ​​holes were connected using rigid elements (Coup_Kin, motion coupling elements), and the midpoints of two Coup_Kin elements were connected using Conn3d2 (three-dimensional connection elements) to simulate the actual stiffness characteristics of the snap-fit. Material grades for each component were obtained from the BOM (Bill of Materials), and corresponding material parameter models were established. Nonlinear stress-strain curves of non-metallic materials were imported, and force-displacement characteristic curves in six directions were assigned to the snap-fits according to their classification. All material parameters were obtained through experimental testing to ensure accuracy. After the basic model was built, modal analysis was performed in this embodiment to ensure that no connection relationships were missing, preparing for subsequent steps.

[0030] Furthermore, such as Figure 2 As shown, Figure 2This is a schematic diagram of a test fixture provided according to an embodiment of this application. This embodiment uses an equivalent constraint surface instead of a traditional solid test fixture structure. The coverage area of ​​the equivalent constraint surface is strictly consistent with the contact area of ​​the test fixture. In this embodiment, the core stress-bearing area in the middle of the handrail of the basic model is selected to generate an equivalent constraint surface in the normal direction. The normal direction of the constraint surface is consistent with the pressure direction of the test fixture. The mesh size of the equivalent constraint surface differs from the mesh size of the handrail area, facilitating subsequent definition of the contact relationship. Furthermore, by setting the elastic modulus of the constraint surface, which is equivalent to the elastic modulus of the test fixture material, it can be 210 GPa. The constraint surface is defined as a pure rigid body, and the main nodes of the rigid body are established to ensure that the constraint stiffness is consistent with the state of the test fixture. This simplification method can remove redundant geometric features of the non-contact parts of the fixture. A contact relationship is established between the contact position of the fixture and the constraint surface. This embodiment uses face-to-face tie contact to simulate the clamping and tightening of the test fixture. The embodiments of this application have been verified to reduce the number of model meshes, thereby efficiently improving computation time, effectively reducing computational load, and improving simulation efficiency. At the same time, through pre-experiment verification, the constraint effect of the equivalent constraint surface and the error of the solid fixture are ≤1.2%, ensuring the authenticity and reliability of the constraint effect.

[0031] For example, in the analysis of the torsional stiffness of the guardrail armrest of a certain vehicle model, an equivalent constraint surface is constructed in the normal direction of the fixture area. The material properties of the equivalent constraint surface are the same as those of the fixture. The constraint surface is defined as a pure rigid body with a master node numbered 1. For the convenience of subsequent calculations, the contact relationship is a tie relationship, and the relationship is only established on the upper surface of the contact. The contact gap is set to 0.2.

[0032] Optionally, in some embodiments, a response surface model is constructed in the finite element model of the torsional stiffness of the door panel armrest, including: in the finite element model of the torsional stiffness of the door panel armrest, an equivalent loading arm is established by extending point-to-point rigid elements at the rigid body master node of the equivalent constraint surface to obtain the response surface model; wherein, the response surface model simulates the length of the second preset clamp in the third preset direction with the master node as the fixed end and the extended end as the response end, and applies preset constraints at the response end to ensure force balance.

[0033] The equivalent loading arm refers to a rigid extension structure constructed to accurately apply torsional loads and reproduce the loading conditions of physical experiments. The third preset direction can be a user-defined direction, a direction obtained through a finite number of experiments, or a direction obtained through a finite number of computer simulations. Preset constraints can be user-defined constraints, constraints obtained through a finite number of experiments, or constraints obtained through a finite number of computer simulations.

[0034] Specifically, such as Figure 3 and Figure 4 As shown, Figure 3This is a schematic diagram of a contouring test fixture for a certain vehicle model's guardrail armrest, provided according to an embodiment of this application. Figure 4 This is a schematic diagram of a torsional stiffness test of a vehicle's guardrail armrest according to an embodiment of this application. In the torsional test, the fixture has a T-shaped clamp as the load loading end. To effectively simulate the torsional test, this embodiment extends the clamp's Y-axis length outward from the master node of the rigid body on the constraint surface in the basic model. This clamp is equivalently replaced by a point-to-point rigid element. The master node of the rigid body on the constraint surface is one end, and the loading point is the other end, i.e., the response end. To ensure simulation accuracy and address the differences between simulation and experiment, a preset constraint is applied to the response end to ensure force balance in the response region.

[0035] For example, when analyzing the torsional condition of the guardrail armrest of a certain vehicle model, based on the length of the fixture, it is extended outward by 200mm along the Y direction. The loading point is marked as node 2 as the response end. By calibrating with the test results, the 1st, 5th, and 6th degrees of freedom are constrained at the node 2 position to ensure the overall balance of the loading position.

[0036] In step S102, based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the handrail unit is calculated based on the application result.

[0037] Optionally, in some embodiments, applying a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculating the torsional stiffness value of the handrail unit based on the application result, includes: applying the first preset torsional load to the response end of the response surface model using a stepped distributed loading method based on the first preset direction; obtaining displacement data of the main nodes of the response end and the equivalent constraint surface; and calculating the torsional stiffness value of the handrail unit based on the first preset torsional load and displacement data.

[0038] The first preset direction can be a direction preset by the user, a direction obtained through a finite number of experiments, or a direction obtained through a finite number of computer simulations. The first preset torsional load can be a load preset by the user, a load obtained through a finite number of experiments, or a load obtained through a finite number of computer simulations.

[0039] Specifically, after the response surface model is constructed, this embodiment performs mechanical analysis on the conformal structure, constrains all the buckle seats around the guard plate, examines the performance of the guard plate individually, and applies a first preset torque load at the loading point at the tail of the fixture. This embodiment first applies a small load to ensure that the structure will not become unstable. If there are no problems, the load required for the test is then applied. The load is applied in a stepped distribution manner to avoid the huge impact during instantaneous loading that could cause calculation convergence problems. The load direction is perpendicular to the plane of the fixture head. At the same time, a torsional stiffness calculation file is generated, and mechanical conformal analysis is carried out to accurately replicate the stress distribution, deformation law, strain history, and other mechanical response data of the guard plate handrail under actual stress conditions.

[0040] For example, the finite element model of the torsional stiffness of the door panel armrest extends 200mm along the Y direction. A preload of 5N is applied at the response end, and the deformation of the armrest loading point is recorded during the process. Under the premise that the entire model converges but is unstable, a load of 75N is applied at node 2 to calculate the torsional stiffness. At the same time, it is observed whether the armrest shows obvious deformation and uneven stress distribution.

[0041] Furthermore, such as Figure 5 As shown, Figure 5 This is a schematic diagram of the torsional stiffness of a handrail according to an embodiment of this application. The embodiment uses finite element analysis software to solve the established model, outputting the displacements of the response end and the principal nodes of the constraint surface under a first preset torque load, and calculating the torsional stiffness value of the individual handrail unit. ; Where K is the torsional stiffness of a single handrail unit, F is the first preset torsional load, and L is the length of the test lever arm. To determine the difference between the displacement of the response end and the displacement of the master nodes on the constraint surface, It is the constant of radian to angle.

[0042] For example, in the embodiments of this application, the displacements of the response end and the main node of the constraint surface are calculated to be 0.131 mm and 6.987 mm, respectively. The difference between the two displacements is denoted as... The test lever arm is 200mm, and the torsion angle is: ; in, To twist the angle.

[0043] Furthermore, the torsional stiffness of the individual handrail units is calculated: ; Where T is the applied torque, which is obtained by multiplying the applied force and the lever arm.

[0044] Therefore, the calculated torsional stiffness of the handrail unit is 7.64 N·m / °.

[0045] In step S103, if the torsional stiffness value of the handrail unit meets the first preset requirement, the inner door panel and the reinforcing bracket are coupled to the torsional stiffness finite element model of the door panel handrail to obtain the coupled door panel handrail torsional stiffness finite element model, and a second preset torsional load is applied to the response end along the second preset direction, and the torsional stiffness value of the handrail assembly is calculated based on the application result.

[0046] Optionally, in some embodiments, coupling the inner door panel and the reinforcing bracket to the torsional stiffness finite element model of the door armrest to obtain a coupled door armrest torsional stiffness finite element model includes: acquiring and preprocessing the geometric data of the inner door panel and the reinforcing bracket; constructing the finite element model of the inner door panel and the reinforcing bracket based on the preprocessed geometric data; integrating the finite element model of the inner door panel and the reinforcing bracket into the door armrest torsional stiffness finite element model; and adjusting the constraint relationship of the door armrest torsional stiffness finite element model to construct the coupled door armrest torsional stiffness finite element model.

[0047] The first preset requirement can be a user-defined requirement, a requirement obtained through a limited number of experiments, or a requirement obtained through a limited number of computer simulations. The second preset direction can be a user-defined direction, a direction obtained through a limited number of experiments, or a direction obtained through a limited number of computer simulations. The second preset torsional load can be a user-defined load, a load obtained through a limited number of experiments, or a load obtained through a limited number of computer simulations.

[0048] Specifically, in this embodiment, the torsional stiffness value of the handrail unit calculated in step S102 is initially compared with the first preset requirement (preset performance target), while simultaneously checking whether the handrail exhibits obvious visual deformation or structural damage. If the torsional stiffness value of the handrail unit does not meet the first preset requirement, this embodiment, based on the results of mechanical contour analysis and combined with stress distribution cloud maps, identifies the stress concentration areas of the handrail body and performs preliminary structural performance optimization for the handrail body. For the handrail body, the focus is on optimizing the wall thickness of the stress concentration areas, adopting a variable wall thickness design, with a larger increase in wall thickness in the stress concentration areas and a smaller increase in wall thickness in non-stress areas; reinforcing ribs can be arranged at weak locations, and when the effect of reinforcing ribs in a single direction is limited, cross reinforcing ribs can be added to improve torsional resistance. After each round of adjustment, this embodiment conducts secondary simulation verification, using sensitivity analysis to evaluate the influence weight of each optimization scheme on torsional stiffness, until the torsional stiffness of the handrail body approaches the first preset requirement, laying the foundation for subsequent collaborative optimization with the reinforcing support.

[0049] For example, the torsional stiffness of the handrail unit is 7.64 N·m / °, which is greater than the target value (4 N·m / °), thus meeting the first preset requirement. This means that under the conformal conditions, the structure of the guard plate unit meets the requirements.

[0050] Furthermore, such as Figure 6 As shown, Figure 6 This is a schematic diagram of a finite element model of the torsional stiffness of a coupled door panel armrest according to an embodiment of this application. Under the condition that the torsional stiffness of the armrest body meets the first preset requirement, this embodiment integrates the pre-processed inner door panel and reinforcing bracket into the finite element model of the torsional stiffness of the door panel armrest, adjusting the constraint relationships, focusing on supplementing the connection relationships between the inner door panel and the reinforcing bracket, the reinforcing bracket and the door panel armrest, and the inner panel and the armrest latch seat: if it is a bolt connection, a rigid element is used; if it is a latch connection, a spring element is used for equivalent simulation, wherein the parameters of the latch are set according to the actual assembly drawing. Thus, this embodiment constructs a finite element model of the torsional stiffness of a coupled door panel armrest. By comparing the simulation results before and after coupling, the supporting contribution of the inner door panel and the reinforcing bracket to the torsional stiffness of the armrest is verified. After coupling the inner door panel and the reinforcing bracket, the model can realistically reproduce the force transmission path in the assembled state of the vehicle, examining the influence of various factors. Based on the finite element model of the torsional stiffness of the coupled door panel armrest, a second preset torsional load is applied to the response end along the second preset direction, wherein the second preset direction is consistent with the first preset direction, and the first preset torsional load and the second preset torsional load are equal in magnitude. The torsional stiffness value of the armrest assembly is calculated, and targeted simulation analysis is carried out to identify the weak points of the reinforcing bracket, providing direction for subsequent special optimization.

[0051] For example, the reinforcing bracket, the inner door panel, and the armrest are simulated using RB2 (Rigid Beam2D) elements in a spiral manner. The buckle seats around the inner door panel and the armrest are simulated using C3D2 (3D 2-NodeConnection Element) elements. A nonlinear material curve is applied, and the positions of the inner door panel and the response point nodes are constrained in directions 1, 5, and 6. A load of 75N is applied, and the torsional stiffness value of the armrest assembly is output.

[0052] In step S104, if the torsional stiffness value of the armrest assembly meets the second preset requirement, with the minimization of the armrest assembly mass as the optimization objective, based on the preset lightweighting strategy, topology optimization is carried out on the armrest body and the armrest reinforcement bracket until the preset lightweighting conditions are met, and a lightweight finite element model is obtained. The performance of the lightweight finite element model is then evaluated, and if the performance evaluation results meet the preset evaluation conditions, the final door panel armrest torsional stiffness finite element model is obtained.

[0053] The second preset requirement can be a user-defined requirement, a requirement obtained through a limited number of experiments, or a requirement obtained through a limited number of computer simulations. The preset lightweight conditions can be user-defined conditions, conditions obtained through a limited number of experiments, or conditions obtained through a limited number of computer simulations.

[0054] Specifically, if the torsional stiffness of the handrail assembly does not meet the second preset requirement, the reinforcing bracket needs to be strengthened. Under the condition that the torsional stiffness of the handrail assembly meets the second preset requirement—that is, the torsional stiffness meets the preset target, the maximum strain is lower than the allowable strain of the material, and the structure is reliable—multi-objective lightweight optimization is carried out. The lightweight strategy employs structural topology optimization and material substitution evaluation, dividing the entire process into two parts: For the handrail body, the handrail body is used as the design variable, including the thickness of the handrail body, the number and height of the reinforcing ribs, and the spacing of the clips. Under the premise of meeting the torsional stiffness target value, the mass of the handrail assembly is minimized. The constraint condition is that the target value is converted into a displacement difference, and the maximum strain is less than the fracture strain of the corresponding material. Topology optimization is used to eliminate redundant material in non-stressed areas while ensuring structural integrity. For the reinforcing bracket, the reinforcing bracket is used as the design variable. A rigid body is used to replace the handrail for topology optimization analysis, simplifying the dimensions of non-critical parts, hollowing out non-stressed areas to form weight-reducing holes, and optimizing material distribution to achieve uniform stress distribution. Therefore, through multiple rounds of iterative optimization, combined with cost analysis and process feasibility, the quality of the handrail-reinforced bracket-inner panel assembly was improved, balancing performance, lightweighting and cost requirements.

[0055] For example, a certain vehicle model uses an optimization algorithm to solve the response surface model, obtaining the optimal parameter combination. This optimal parameter combination is then input into a finite element model for simulation verification. If the optimized torsional stiffness meets the target requirements and the mass is minimized, the optimization is complete. If not, the range of values ​​for the optimization variables and the constraints are adjusted, and the response surface model is reconstructed for simulation analysis until the target requirements are met and the mass is minimized. In the case of the guardrail armrest area, the wall thickness in the non-core area is optimized from 5.0mm to 4.2mm, and weight-reduction holes are drilled in non-load-bearing areas. Low-density materials are used while meeting stiffness requirements. Other solutions include reinforcing the support structure by drilling holes in non-connection locations or thinning the overall material thickness, resulting in an overall weight reduction of 1.2kg.

[0056] Furthermore, this application embodiment conducts a comprehensive performance evaluation of the model after lightweight analysis. The evaluation index system includes: (torsional stiffness, maximum stress, maximum plastic strain), lightweight index (weight reduction effect), and process feasibility index (structural complexity, molding difficulty, assembly clearance), etc. The lightweight structure also needs to undergo contour analysis, coupling inner plate, and reinforced bracket simulation analysis. The structure is considered qualified when both the model and the structure simultaneously meet the target values. If the contour analysis of the weight-reduced guard plate is found to be unsatisfactory, the guard plate structure still needs to be reinforced; if the reinforced bracket is found to still have problems with excessive stress concentration or insufficient local stiffness, the structural morphology of the reinforced bracket will be specifically optimized.

[0057] Furthermore, when the simulation analysis of the coupled inner plate and reinforced support fails to meet the stiffness requirements, the handrail support results are specifically optimized. Optimization directions include strengthening the structure itself and increasing the number of fixing points. For adding local reinforcing ribs in stress concentration areas, a rounded transition is used between the reinforcing ribs and the support body to avoid stress concentration. If necessary, the size of the reinforced support is increased to increase the contact area. If strengthening the structure itself still fails to meet the requirements, increasing the number of fixing points can be considered to achieve more even stress distribution. After optimization, the updated support model is again substituted into the coupled simulation model for verification. Simultaneously, multi-condition simulations (such as different torque load conditions and extreme temperature environments ranging from -40℃ to 80℃) are conducted to verify the stability of the solution. This process continues until the torsional stiffness, lightweight level, structural reliability, and process feasibility of the handrail assembly meet the design requirements. The above optimization and verification process is repeated until the torsional stiffness, lightweight level, structural reliability, and process feasibility of the handrail assembly meet the preset design requirements. The final output includes the optimal structural scheme containing detailed dimensional parameters, material specifications, and connection method parameters for each component, and generates standardized design drawings and simulation analysis reports, providing accurate technical basis for subsequent prototype manufacturing.

[0058] Therefore, the embodiments of this application have significantly improved the simulation accuracy for the torsional condition of the door panel armrest. By simplifying the equivalent constraint surface of the test fixture and constructing an integrated coupled model of the inner door panel and the reinforcing bracket, a simulation environment close to the real assembly condition is built. The simulation results and the error of the physical test are stably controlled within 15%, which can accurately predict the torsional stiffness performance and structural weak points, providing precise targets for subsequent structural optimization and effectively avoiding the optimization direction error caused by simulation deviation. At the same time, it greatly improves the development efficiency and economy, increasing the first-time design success rate of the product from about 60% to more than 85%, reducing the number of trial production and testing, and avoiding the cost increase and cycle delay caused by later design changes. It also achieves multi-objective collaborative optimization and wide engineering applicability. On the basis of improving torsional stiffness performance, it combines topology optimization and material substitution evaluation to carry out lightweight design, taking into account the feasibility of the process. Under the premise of ensuring that the torsional stiffness meets the standard, the assembly weight is reduced by 5%. The optimized solution can be directly used for prototype production without additional process adjustments. Finally, it achieves a synergistic balance between product performance, quality and cost, effectively avoiding product quality problems, and has outstanding engineering application value and economic advantages.

[0059] For example, in a certain vehicle model, the stress in the weak area of ​​the reinforcing bracket reaches 63MPa. Local reinforcement is carried out in the stress-concentrated area of ​​the armrest bracket by arranging reinforcing ribs or reinforcing bosses. The bosses are 4-6mm high and 10-15mm in diameter, and the bosses and the bracket body are connected by an arc with a radius of 5mm to disperse the stress. Through secondary simulation, the stress in the weak area is reduced to 48MPa. Alternatively, the position and size of the connecting holes can be adjusted (the diameter of the connecting holes is increased by 0.5-1mm, and a countersunk hole design is used) to optimize the force transmission. If necessary, the outline dimensions of the reinforcing bracket can be adjusted to increase the contact area with the armrest body and the inner door panel.

[0060] Therefore, this application embodiment, based on simulation methods, can accurately reproduce the actual torsional stiffness of the door panel armrest in the early stages of product development, achieving high-efficiency optimization and weight reduction. It also possesses a device to support the torsional stiffness design optimization scheme for the armrest, ensuring that product performance meets requirements under torsional stiffness conditions and avoiding later product quality issues. A single-variable consideration factor is formed from the panel body to the armrest area and then to the armrest reinforcement, decomposing and examining the performance change trend one by one. Performance prediction is performed based on simulation results, forming a forward development capability under torsional stiffness conditions. Simultaneously, considering both simulation accuracy and development efficiency, the panel body, armrest area, and armrest support reinforcement plate are analyzed one by one to further strengthen the structure. Weight reduction is applied to structures that meet the conditions, and finally, the performance achievement is verified. Through repeated optimization and iteration, a new process device is formed. This device can achieve targeted structural optimization, solving the problem of blind optimization and achieving weight reduction, shortening the product performance development cycle, and greatly reducing development costs. This application embodiment can be extended to the torsional stiffness design optimization and lightweight design of other vehicle interior parts, possessing broad applicability and promotional value.

[0061] To facilitate a better understanding of the method for optimizing the torsional stiffness performance of the door panel armrest proposed in this application, the following is a combination of... Figure 7 Further explanation is needed.

[0062] like Figure 7 As shown, Figure 7 This is a flowchart of a method for optimizing the torsional stiffness performance of a car door panel armrest according to an embodiment of this application. The method includes the following steps: S701, mission initiated.

[0063] S702, the test fixture structure is simplified.

[0064] S703, Construct a response surface model.

[0065] S704, Mechanical conformal analysis of handrail and guardrail.

[0066] S705, verify whether the result meets the first preset requirement. If yes, proceed to step S707; otherwise, proceed to step S706.

[0067] S706, optimize the performance of the handrail structure and return to step S704.

[0068] S707, coupling inner plate, reinforcing bracket and performing simulation analysis.

[0069] S708, Lightweight Analysis.

[0070] S709, Performance evaluation: Determine whether the preset target is met. If yes, proceed to step S711; otherwise, proceed to step S710.

[0071] S710, optimize the handrail and reinforcing support structure, and return to step S707.

[0072] S711, mission complete.

[0073] According to the method for optimizing the torsional stiffness performance of the door panel armrest proposed in this application, a finite element model and a response surface model of the torsional stiffness of the door panel armrest are constructed. A torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the armrest unit is calculated. Under the condition of meeting preset requirements, the inner door panel and the reinforcing bracket are coupled to the finite element model of the door panel armrest torsional stiffness, and a torsional load is applied to the response end of the model, and the torsional stiffness value of the armrest assembly is calculated. Under the condition of meeting preset requirements, topology optimization is performed on the armrest and the reinforcing bracket. When the lightweight condition is met, the performance of the model is evaluated. When the performance evaluation result meets the evaluation conditions, the final finite element model of the torsional stiffness of the door panel armrest is obtained. This solves the problems of low simulation accuracy, ambiguous optimization direction, long development cycle, and high cost in related technologies, and has broad applicability and promotional value.

[0074] Next, referring to the accompanying drawings, the device for optimizing the torsional stiffness performance of the door guardrail according to the embodiments of this application is described.

[0075] Figure 8 This is a block diagram of a door panel armrest torsional stiffness performance optimization device according to an embodiment of this application.

[0076] like Figure 8 As shown, the door panel armrest torsional stiffness performance optimization device 10 includes: a construction module 100, a calculation module 200, a coupling module 300, and an optimization module 400.

[0077] Module 100 is used to construct a finite element model of the torsional stiffness of the door panel armrest, and a response surface model is constructed within the finite element model of the torsional stiffness of the door panel armrest. The calculation module 200 applies a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculates the torsional stiffness value of the handrail unit based on the application result. The coupling module 300, under the condition that the torsional stiffness value of the armrest unit meets the first preset requirement, couples the inner panel of the door and the reinforcing bracket to the torsional stiffness finite element model of the door guard armrest to obtain the coupled door guard armrest torsional stiffness finite element model, and applies a second preset torsional load at the response end along the second preset direction, and calculates the torsional stiffness value of the armrest assembly based on the application result. The optimization module 400, under the condition that the torsional stiffness value of the armrest assembly meets the second preset requirement, takes minimizing the mass of the armrest assembly as the optimization objective, and performs topology optimization on the armrest body and armrest reinforcement bracket based on the preset lightweighting strategy until the preset lightweighting conditions are met, thereby obtaining a lightweight finite element model. The lightweight finite element model is then evaluated for performance, and if the performance evaluation results meet the preset evaluation conditions, the final torsional stiffness finite element model of the door panel armrest is obtained.

[0078] According to one embodiment of this application, the construction module 100 is specifically used for: Obtain the geometric data of the door panel armrest assembly and connecting components, and preprocess the geometric data to obtain a simplified geometric model; An equivalent constraint surface is generated in the core stress area in the middle of the handrail, and a contact relationship is established between the equivalent constraint surface and the first preset clamp. A finite element model of the torsional stiffness of the door panel armrest is established based on the simplified geometry, equivalent constraint surface, and contact relationship.

[0079] According to one embodiment of this application, the construction module 100 is specifically used for: In the finite element model of torsional stiffness of the door panel armrest, an equivalent loading arm is established at the rigid body principal node of the equivalent constraint surface by extending the rigid elements point-to-point to obtain the response surface model. The response surface model simulates the length of the second preset fixture in the third preset direction with the main node as the fixed end and the extension end as the response end, and applies preset constraints to the response end to ensure force balance.

[0080] According to one embodiment of this application, the calculation module 200 is specifically used for: Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model using a stepped distributed loading method; Obtain the displacement data of the master nodes of the response end and the equivalent constraint surface; Based on the first preset torsional load and displacement data, the torsional stiffness value of the handrail unit is calculated.

[0081] According to one embodiment of this application, the coupling module 300 is specifically used for: Obtain and preprocess the geometric data of the door inner panel and the reinforcing bracket, and construct the finite element model of the door inner panel and the reinforcing bracket based on the preprocessed geometric data; The finite element models of the inner door panel and the reinforcing bracket are integrated into the finite element model of the torsional stiffness of the door panel armrest, and the constraint relationship of the finite element model of the torsional stiffness of the door panel armrest is adjusted to construct a coupled finite element model of the torsional stiffness of the door panel armrest.

[0082] It should be noted that the explanation of the aforementioned embodiment of the method for optimizing the torsional stiffness performance of the door panel armrest also applies to the door panel armrest torsional stiffness performance optimization device of this embodiment, and will not be repeated here.

[0083] According to the torsional stiffness performance optimization device for car door panel armrests proposed in this application, a finite element model and a response surface model of the torsional stiffness of the car door panel armrest are constructed. A torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the armrest unit is calculated. Under the condition of meeting preset requirements, the inner door panel and the reinforcing bracket are coupled to the finite element model of the torsional stiffness of the car door panel armrest. A torsional load is applied to the response end of the model, and the torsional stiffness value of the armrest assembly is calculated. Under the condition of meeting preset requirements, topology optimization is performed on the armrest and the reinforcing bracket. When the lightweight condition is met, the performance of the model is evaluated. When the performance evaluation result meets the evaluation conditions, the final finite element model of the torsional stiffness of the car door panel armrest is obtained. This solves the problems of low simulation accuracy, ambiguous optimization direction, long development cycle, and high cost in related technologies, and has wide applicability and promotional value.

[0084] Figure 9 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. The electronic device may include: The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0085] When the processor 902 executes the program, it implements the method for optimizing the torsional stiffness performance of the door panel armrest provided in the above embodiments.

[0086] Furthermore, electronic devices also include: Communication interface 903 is used for communication between memory 901 and processor 902.

[0087] The memory 901 is used to store computer programs that can run on the processor 902.

[0088] The memory 901 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0089] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0090] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0091] The processor 902 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention.

[0092] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for optimizing the torsional stiffness performance of a vehicle door panel armrest.

[0093] This application also provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the steps in any of the above embodiments of the method for optimizing the torsional stiffness performance of a car door panel armrest.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for optimizing the torsional stiffness performance of a car door panel armrest, characterized in that, include: A finite element model of the torsional stiffness of the door panel armrest is constructed, and a response surface model is constructed in the finite element model of the torsional stiffness of the door panel armrest. Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model, and the torsional stiffness value of the handrail unit is calculated based on the application result. When the torsional stiffness value of the handrail unit meets the first preset requirement, the inner door panel and the reinforcing bracket are coupled to the torsional stiffness finite element model of the door panel handrail to obtain the coupled door panel handrail torsional stiffness finite element model, and a second preset torsional load is applied to the response end along the second preset direction, and the torsional stiffness value of the handrail assembly is calculated based on the application result. When the torsional stiffness value of the armrest assembly meets the second preset requirement, with the minimization of the armrest assembly mass as the optimization objective, based on the preset lightweighting strategy, topology optimization is carried out on the armrest body and the armrest reinforcement bracket until the preset lightweighting conditions are met, resulting in a lightweight finite element model. The performance of the lightweight finite element model is then evaluated, and if the performance evaluation results meet the preset evaluation conditions, the final torsional stiffness finite element model of the door panel armrest is obtained.

2. The method according to claim 1, characterized in that, The construction of the finite element model for the torsional stiffness of the door panel armrest includes: Obtain the geometric data of the door panel armrest assembly and connecting components, and preprocess the geometric data to obtain a simplified geometric model; An equivalent constraint surface is generated in the core force-bearing area in the middle of the handrail, and a contact relationship is established between the equivalent constraint surface and the first preset clamp. A finite element model of the torsional stiffness of the door panel armrest is established based on the simplified geometry, the equivalent constraint surface, and the contact relationship.

3. The method according to claim 2, characterized in that, The construction of the response surface model in the finite element model of the torsional stiffness of the door panel armrest includes: In the finite element model of torsional stiffness of the door panel armrest, the equivalent loading arm is established by extending the rigid body principal node of the equivalent constraint surface through point-to-point rigid elements to obtain the response surface model. The response surface model simulates the length of the second preset fixture in the third preset direction with the main node as the fixed end and the extension end as the response end, and applies preset constraints to the response end to ensure force balance.

4. The method according to claim 1, characterized in that, The step of applying a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculating the torsional stiffness value of the handrail unit based on the application result, includes: Based on the first preset direction, a first preset torsional load is applied to the response end of the response surface model using a stepped distributed loading method; Obtain the displacement data of the main node of the response end and the equivalent constraint surface; Based on the first preset torsional load and the displacement data, the torsional stiffness value of the handrail unit is calculated.

5. The method according to claim 1, characterized in that, The process of coupling the inner door panel and the reinforcing bracket to the torsional stiffness finite element model of the door armrest to obtain the coupled door armrest torsional stiffness finite element model includes: Obtain and preprocess the geometric data of the door inner panel and the reinforcing bracket, and construct the finite element model of the door inner panel and the reinforcing bracket based on the preprocessed geometric data; The finite element models of the inner door panel and the reinforcing bracket are integrated into the finite element model of the torsional stiffness of the door guardrail armrest, and the constraint relationship of the finite element model of the torsional stiffness of the door guardrail armrest is adjusted to construct the coupled finite element model of the torsional stiffness of the door guardrail armrest.

6. A device for optimizing the torsional stiffness performance of a car door panel armrest, characterized in that, include: The module constructs a finite element model of the torsional stiffness of the door panel armrest, and constructs a response surface model in the finite element model of the torsional stiffness of the door panel armrest. The calculation module applies a first preset torsional load to the response end of the response surface model based on a first preset direction, and calculates the torsional stiffness value of the handrail unit based on the application result. The coupling module, when the torsional stiffness value of the handrail unit meets the first preset requirement, couples the inner door panel and the reinforcing bracket to the torsional stiffness finite element model of the door panel handrail to obtain the coupled door panel handrail torsional stiffness finite element model, and applies a second preset torsional load to the response end along the second preset direction, and calculates the torsional stiffness value of the handrail assembly based on the application result. The optimization module, under the condition that the torsional stiffness value of the armrest assembly meets the second preset requirement, takes minimizing the mass of the armrest assembly as the optimization objective, and performs topology optimization on the armrest body and armrest reinforcement bracket based on the preset lightweighting strategy until the preset lightweighting conditions are met, thereby obtaining a lightweight finite element model. The lightweight finite element model is then evaluated for performance, and if the performance evaluation results meet the preset evaluation conditions, the final torsional stiffness finite element model of the door panel armrest is obtained.

7. The apparatus according to claim 6, characterized in that, The building module is specifically used for: Obtain the geometric data of the door panel armrest assembly and connecting components, and preprocess the geometric data to obtain a simplified geometric model; An equivalent constraint surface is generated in the core force-bearing area in the middle of the handrail, and a contact relationship is established between the equivalent constraint surface and the first preset clamp. A finite element model of the torsional stiffness of the door panel armrest is established based on the simplified geometry, the equivalent constraint surface, and the contact relationship.

8. An electronic device, characterized in that, include: The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for optimizing the torsional stiffness performance of a door panel armrest as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the method for optimizing the torsional stiffness performance of the door panel armrest as described in any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for optimizing the torsional stiffness performance of the door panel armrest as described in any one of claims 1-5.

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