CN112765788B - Plastic part collision fracture simulation analysis method and automobile instrument panel assembly structure optimization method - Google Patents
Plastic part collision fracture simulation analysis method and automobile instrument panel assembly structure optimization method Download PDFInfo
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Abstract
The invention discloses a simulation analysis method for collision and fracture of plastic parts, an optimization method for the structure of an automobile instrument panel assembly and a weakening structure of a collision and fracture area of the automobile instrument panel assembly, wherein the simulation analysis method comprises the following steps: establishing a plastic part simulation model, and performing collision fracture simulation analysis on the model to obtain a collision fracture area on the plastic part model and a fracture path and a fracture position in the collision fracture area; and performing collision fracture simulation analysis on the plastic part according to the determined fracture path and fracture position on the plastic part model to obtain the collision fracture performance of the plastic part. According to the invention, the analysis precision of the collision fracture performance of the plastic part can be improved and the development capability of the automobile plastic part can be improved by accurately acquiring the collision fracture area on the plastic part and the fracture path and the fracture position in the collision fracture area; the method can be used for optimizing the instrument board assembly, greatly shortens the product development period and saves the project development cost.
Description
Technical Field
The invention relates to the technical field of structural optimization design, in particular to a plastic part collision fracture simulation analysis method, an automobile instrument panel assembly structure optimization method and an automobile instrument panel assembly collision fracture area weakening structural part obtained by adopting the optimization method.
Background
Along with the requirement of light weight of automobiles, plastic parts are widely applied to automobile structural parts due to excellent comprehensive performance of the plastic parts; meanwhile, according to the requirement of automobile safety, the plastic part has certain structural strength, and when a vehicle has a collision accident, the plastic part can be broken when the acting force of a passenger colliding with the plastic part reaches a certain value, so that the damage to the passenger is reduced; therefore, the method has important significance for the structural design of the automobile plastic part by accurately analyzing the collision and fracture of the plastic part.
The instrument panel assembly is a key part in the automotive interior trim part, and not only needs to meet the functional requirements, but also needs to meet the requirements of various safety regulations; with the gradual improvement of the safety performance of the automobile, the impact performance of the automobile instrument panel assembly in the aspects of head impact, knee impact and the like is gradually valued by passengers; for example, the knee impact force of the automobile instrument panel assembly needs to meet a certain target value requirement (for example, the knee impact force is required to be less than 3kN in the industry standard), so that the knee safety of the passenger in the automobile impact can be protected.
At present, when an industrial enterprise designs an instrument panel assembly, knee collision simulation analysis of the instrument panel assembly is usually carried out, but the accuracy of the simulation analysis is usually poor, and the error between performance data obtained by simulation and actual experimental data is about 25%. Therefore, the designed instrument panel assembly cannot meet the standard requirements on knee collision performance, cannot pass the knee collision performance test, and needs to be repeatedly improved; and the development cost and the period of the instrument panel assembly are greatly increased by secondary processing, experiments and the like of the die brought by the structural improvement of the product each time.
Disclosure of Invention
The invention provides a simulation analysis method for collision and fracture of plastic parts, aiming at the problem that the collision and fracture performance of automobile plastic parts cannot be accurately analyzed in the prior art, and the accurate analysis of the collision and fracture of the plastic parts can be realized by accurately analyzing the fracture path and the fracture position on the plastic parts.
The invention also aims to provide an automobile instrument panel assembly structure optimization method and an automobile instrument panel assembly collision fracture area weakened structural part obtained by adopting the optimization method, so that the optimization design of the instrument panel assembly structure is realized, and the collision performance of the instrument panel assembly structure meets the standard requirement.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
the plastic part collision fracture simulation analysis method comprises the steps of establishing a plastic part simulation model, carrying out collision fracture simulation analysis on the model, and obtaining a collision fracture area on the plastic part model and a fracture path and a fracture position in the collision fracture area;
and performing collision and fracture simulation analysis on the plastic part according to the determined fracture path and fracture position on the plastic part model to obtain the collision and fracture performance of the plastic part.
In the above technical solution, further, the obtaining of the collision fracture area on the plastic part model and the fracture path and the fracture position in the collision fracture area includes the following steps:
s101, dividing grid cells of a plastic piece model, establishing material properties and a fracture mode, performing collision fracture simulation analysis on the model, and determining a collision fracture area on the plastic piece according to an analysis result;
s102, selecting any fracture path in the collision fracture area, subdividing the grid units on the fracture path, equally dividing the grid units into n subdivided grid units in a direction parallel to the fracture path to form n subdivided unit layers, wherein n is an integer greater than or equal to 3;
s103, selecting one of the n subdivision unit layers one by one for fracture analysis to obtain a new fracture path, and comparing the obtained new fracture path with the selected fracture path;
s104, determining a fracture path and a fracture position in the collision fracture area according to a comparison result.
In the above technical solution, further, in the step S101, a collision fracture area is determined according to a position where fracture occurs on the plastic part model in the analysis result;
when the plastic model is not broken and the obtained knee impact force is larger than the knee impact force target value, determining a collision fracture area according to the area with larger stress and strain on the model in the analysis result; or weakening the region with larger stress and strain on the model, and performing collision fracture analysis on the processed model to determine the collision fracture region.
In the above technical solution, further, in the step S102, the initial fracture unit and the fracture termination unit in the collision fracture area are obtained, and a path where a grid unit between the initial fracture unit and the fracture termination unit is located is taken as the selected fracture path.
In the foregoing technical solution, further, when performing fracture analysis on the subdivided unit layers in step S103, a fracture mode is set for a selected subdivided unit layer, and no fracture mode is set for the remaining subdivided unit layers; preferably, in step S103, the fracture path is comparatively analyzed only for the subdivided cell layers located at the intermediate positions.
In the above technical solution, further, in the step S101, the grid cells are divided into quadrangles, and the size of the grid cells is 3-5mm;
and/or equally dividing the grid cells into 3-5 subdivided grid cells in the step S103.
In the above technical solution, further, when the plastic strain of the grid unit and the subdivided grid unit is greater than 120% -130% of the elongation at break of the corresponding material, it is determined that a fracture occurs at the position of the grid unit and the subdivided grid unit.
In the above technical solution, further, in the step S104, if the comparison result is that the new fracture path and the position where the new fracture path is located are determined as the fracture path and the fracture position in the collision fracture area; if the comparison result is inconsistent, the steps S102-S104 are repeated.
The invention also relates to an optimization method of the structure of the automobile instrument panel assembly, which adopts the plastic part collision fracture simulation analysis method to obtain a collision fracture area on the instrument panel assembly, a fracture path and a fracture position in the collision fracture area and the magnitude of collision force of collision fracture, compares the obtained collision force with a target value of the collision force and optimizes the structure of the instrument panel assembly.
In the above technical solution, further, according to the result of comparing the obtained impact force with the impact force target value, the position of the fracture path on the instrument panel assembly is strengthened or weakened, the magnitude of the impact force of the instrument panel assembly after processing is obtained, the obtained knee impact force is compared with the impact force target value, and the steps are sequentially repeated until the impact force of the instrument panel assembly reaches the impact force target value requirement, so as to obtain the optimized instrument panel assembly structure.
The invention also relates to a weakened structural part of the collision fracture area of the automobile instrument panel assembly obtained by adopting the optimization method, wherein the thickness of the position of the fracture path on the instrument panel assembly is 1/2-1/3 of the thickness of the main material of the instrument panel assembly, and preferably 1/3 of the thickness of the main material of the instrument panel assembly; preferably, a gradual transition area is arranged between the two sides of the position of the fracture path and the main material of the instrument panel assembly, the gradual transition area comprises at least one transition part, and the material thickness of each position in the main material direction of the instrument panel assembly increases from the position of the fracture path; preferably, the gradual transition area comprises a first transition part and a second transition part, the thickness of the first transition part is 50% -60% of the thickness of the main material of the instrument panel assembly, and the thickness of the second transition part is 70% -80% of the thickness of the main material of the instrument panel assembly; the width of the position of the fracture path on the instrument panel assembly is 3-4 mm, and the width of the transition part is 12-15 mm.
According to the invention, the collision fracture area on the plastic part, and the fracture path and the fracture position in the collision fracture area are accurately determined, so that the analysis precision of the collision fracture performance of the plastic part can be improved, and the development capability of the automobile plastic part can be improved.
Through the accurate simulation analysis to the automobile instrument assembly collision fracture, the analysis precision of the impact force when the instrument assembly collision fracture is improved, the error of the impact force obtained by analysis and the actual test result can be controlled within 10%, the optimized design of the automobile instrument panel structure is reliable, effective direction and reference are provided, the instrument assembly is optimized, the impact performance test of the instrument assembly obtained by optimization can be guaranteed to pass at one time, the product development period is greatly shortened, and the project development cost is saved.
Drawings
FIG. 1 is a flow chart of a simulation analysis method for collision and fracture of plastic parts according to an embodiment of the present invention.
FIG. 2 is a flow chart of a method for optimizing a dashboard assembly mechanism according to an embodiment of the present invention.
FIG. 3 is a schematic view of the knee-fracture area of the dashboard assembly according to the present invention.
FIG. 4 is a schematic view of a knee-impact fracture location of an instrument panel assembly of an automobile according to an embodiment of the present invention.
Fig. 5 is a partially enlarged view of a portion a in fig. 4.
FIG. 6 is a schematic view of the material elongation at break of the automobile instrument panel assembly in the embodiment of the present invention.
Fig. 7 a) is a schematic view of the weakening structure of the impact fracture area of the automobile instrument panel assembly in the embodiment of the invention.
FIG. 7B) is a schematic cross-sectional view taken along line B-B in FIG. 7 a).
In the figure: 100. an instrument panel assembly model; 101. a knee impact fracture area; 102. grid cells on the fracture path 103, subdivision cell layers 104, the position of the fracture path 105, a gradual transition area 151, a first transition part 152, a second transition part 106 and a main material of the instrument panel assembly.
Detailed Description
According to the simulation analysis method for the collision and fracture of the plastic part, the collision and fracture performance of the plastic part is accurately analyzed by accurately analyzing the collision and fracture path and the fracture position, and the collision force of the automobile plastic part when the automobile plastic part is collided and fractured can be accurately analyzed; as shown in fig. 1, the method comprises the following specific steps:
establishing a plastic part simulation model, and performing collision fracture simulation analysis on the model to obtain a collision fracture area on the plastic part model and a fracture path and a fracture position in the collision fracture area;
and performing collision and fracture simulation analysis on the plastic part according to the determined fracture path and fracture position on the plastic part model to obtain the collision and fracture performance of the plastic part.
The method for acquiring the collision fracture area on the plastic part model and the fracture path and the fracture position in the collision fracture area comprises the following steps:
s101, dividing grid cells of a plastic piece model, establishing material properties and a fracture mode, carrying out collision fracture simulation analysis on the model, and determining a collision fracture area on the plastic piece according to an analysis result;
determining a collision fracture area according to the position of fracture on the plastic part model in the analysis result;
when the plastic model is not broken and the obtained knee impact force is larger than the knee impact force target value, determining a collision fracture area according to the area with larger stress and strain on the model in the analysis result; or weakening the region with larger stress and strain on the model, and performing collision fracture analysis on the processed model to determine the collision fracture region.
S102, selecting any fracture path in the collision fracture area, subdividing grid units on the fracture path, equally dividing the grid units into n subdivided grid units in a direction parallel to the fracture path to form n subdivided unit layers, wherein n is an integer greater than or equal to 3;
in this step, the initial fracture unit and the final fracture unit in the collision fracture area are preferably obtained, and a path where the grid unit between the initial fracture unit and the final fracture unit is located is taken as a selected fracture path.
S103, selecting one of the n subdivision unit layers one by one to perform fracture analysis to obtain a new fracture path, and comparing the obtained new fracture path with the selected fracture path;
in the step, when fracture analysis is carried out on the subdivision unit layers, a fracture mode is set for a selected subdivision unit layer, and fracture modes are not set for the other subdivision unit layers; preferably, in step S103, the comparative analysis of the fracture path is performed only on the subdivision unit layers located in the middle position.
S104, determining a fracture path and a fracture position in the collision fracture area according to a comparison result;
if the comparison result is consistent, determining the obtained new fracture path and the position of the new fracture path as the fracture path and the fracture position in the collision fracture area; if the comparison result is inconsistent, the steps S102-S104 are repeated.
The method can be widely applied to the collision fracture simulation analysis of the automobile plastic parts, such as the collision fracture performance analysis of an automobile instrument panel assembly and the like; through the collision fracture simulation analysis to the car working of plastics, can be applied to the optimal design to the car working of plastics structure, make the car working of plastics that the design obtained can satisfy the designing requirement of collision performance to once only pass through the collision fracture experiment, shorten product development cycle, reduce development cost.
The simulation analysis method of the invention is applied to the optimization of the structure of the automobile instrument panel assembly, and the optimization method of the structure of the automobile instrument panel assembly, as shown in figure 2, comprises the following steps:
analyzing the instrument panel assembly by adopting the collision fracture simulation method of the plastic part to obtain a collision fracture area on the instrument panel assembly and a fracture path and a fracture position in the collision fracture area, obtaining the collision force of the instrument panel assembly in collision fracture according to the determined fracture path and the fracture position, comparing the obtained collision force with a target value of the collision force, and optimizing the instrument panel assembly structure.
Specifically, when the structure of the instrument panel assembly is optimized, the position of the fracture path on the instrument panel assembly is strengthened or weakened according to the comparison result of the obtained collision force and the target value of the collision force, the magnitude of the collision force of the instrument panel assembly after processing is obtained, the obtained knee collision force and the target value of the collision force are compared, and the steps are sequentially circulated until the collision force of the instrument panel assembly reaches the target value requirement of the collision force, so that the optimized structure of the instrument panel assembly is obtained.
The instrument panel assembly structure optimization method can be used for analyzing the head collision performance and the knee collision performance of the automobile instrument panel assembly, so that the head collision structure and the knee collision structure of the automobile instrument panel are optimized. The following describes the method for optimizing the structure of the instrument panel assembly in detail with reference to the process for optimizing the knee impact structure of the instrument panel.
Example one
Performing knee collision fracture simulation analysis on an automobile instrument panel assembly model by adopting CAE simulation software, and determining a knee collision fracture area on the automobile instrument panel assembly, wherein the knee collision fracture area refers to an area which is fractured on the instrument panel assembly when the knee of a passenger collides with the instrument panel assembly under the conditions of automobile collision and the like; the method comprises the steps of obtaining a fracture path in a knee collision fracture area, further performing fracture simulation analysis on the fracture path, determining the crack path and the position of each knee collision fracture area, calculating the knee collision force of an instrument panel assembly model (the knee collision force refers to the collision force of an occupant between the occupant and an instrument panel assembly after the occupant collides with the instrument panel assembly) according to the fracture path and the fracture position in the knee collision fracture area, comparing the knee collision force obtained through calculation with a knee collision force target value (collision force target value), strengthening or weakening the area where the crack path is located on the instrument panel assembly, calculating the value of the knee collision force of the instrument panel assembly after the processing, enabling the value of the knee collision force of the instrument panel assembly to meet standard requirements, and optimizing the structure of the automobile instrument panel assembly.
Specifically, referring to fig. 2, the method for simulating and optimizing the knee crash structure of the automobile instrument panel assembly in the embodiment includes the following steps:
s201, establishing an instrument board assembly model 100 in CAE simulation software Altair Hyperworks, dividing a grid unit for the model, dividing the model into a middle quadrilateral grid unit, wherein the size of the grid unit is 5mm, and ensuring that the quality of the grid unit meets the requirement of an industrial standard;
establishing material properties, a fracture mode, a connection mode, a contact mode, a knee collision condition and an output mode, and carrying out finite element analysis on the model, wherein in the step, the fracture mode is integrally set for the instrument panel assembly when the fracture mode is set, a knee collision fracture area 101 on the instrument panel assembly is determined according to the analysis result, and the position of the knee collision fracture area on the instrument panel assembly is shown in figure 3;
determining a knee-touch fracture area according to the position of the fracture on the analyzed instrument board assembly model; when the knee collision simulation analysis is carried out on the instrument board assembly, no fracture is generated on the instrument board assembly model, and the knee collision force is larger than the target value requirement, the knee collision fracture area can be determined according to the area (obtained by carrying out finite element analysis on the instrument board assembly model) with larger stress and strain on the instrument board assembly model; or adjusting the instrument board assembly model, weakening the area with larger stress and strain in the instrument board assembly model, and then carrying out knee collision simulation analysis on the instrument board assembly model after treatment to ensure that the instrument board assembly model is broken during analysis, thereby determining the knee collision fracture area.
S202, selecting any fracture path in a knee collision fracture area of an instrument panel assembly, subdividing the grid units 102 on the fracture path, and equally dividing the grid units 102 into n subdivided grid units in a direction parallel to the fracture path, wherein n is an integer greater than or equal to 3;
specifically, in this embodiment, the grid cells on the fracture path are extracted into a new component in the simulation software, and the grid cells 102 on the fracture path are equally divided into 3 subdivided grid cells, respectively, to form three subdivided cell layers 103 sequentially arranged in the parallel direction along the fracture path; as shown in fig. 4 and 5.
S203, selecting one of the n subdivision unit layers one by one to perform fracture analysis to obtain a new fracture path, and comparing the obtained new fracture path with the selected fracture path;
specifically, when fracture analysis is performed, a fracture mode is set for a selected one of the subdivided unit layers 103, no fracture mode is set for the other subdivided unit layers 103, and the other subdivided unit layers 103 are extracted into original components in simulation software to perform fracture analysis on the model.
S204, determining a fracture path and a fracture position in the knee collision fracture area according to the result obtained by the comparison in the S203;
specifically, if the new fracture path coincides with the selected fracture path, the resulting new fracture path and its location are determined to be the fracture path and fracture location within the knee impact fracture area, such that the fracture path and fracture location within each knee impact area on the instrument panel assembly may be determined.
If the new fracture path is not consistent with the selected fracture path, steps S202-S204 are repeated until a fracture path and fracture location within the knee-impact fracture area are obtained.
Preferably, since there are many broken units in the knee-fracture area and there is no regularity, the path where the mesh unit between the initial broken unit and the terminal broken unit is located is taken as the selected broken path by acquiring the initial broken unit and the terminal broken unit in the knee-fracture area. That is, the simulation analysis method according to the present invention analyzes the instrument panel assembly, and the fracture path in each knee-impact fracture area is located on the path of the grid cell between the initial fracture cell and the final fracture cell in the area.
Preferably, in step S203, fracture analysis and comparative analysis of fracture paths are performed only on the subdivision unit layers located in the middle of each subdivision unit layer, so that calculation accuracy and efficiency can be improved.
In this embodiment, the conditions for judging the occurrence of fracture in the model by the simulation software are as follows: when the plastic strain of the grid unit and the subdivided grid unit is more than 120-130% of the elongation at break of the corresponding material, preferably 125%, judging that the grid unit and the subdivided grid unit are broken at the positions; the stress-strain curve of the material of the automobile instrument panel assembly is shown in fig. 6.
S205, calculating the knee impact force of the instrument panel assembly model according to the fracture path and the fracture position in the knee impact fracture area, comparing the knee impact force with a knee impact force target value (generally provided by a host factory) according to the knee impact force of the instrument panel assembly model, and strengthening or weakening the position of the fracture path on the instrument panel assembly, specifically, when the calculated knee impact force of the instrument panel assembly model is greater than the knee impact force target value, weakening the corresponding position, and when the calculated knee impact force of the instrument panel assembly model is less than the knee impact force target value, strengthening the corresponding position; and calculating the knee impact force of the processed model, comparing the knee impact force with a knee impact force target value, and circulating in sequence until the knee impact force of the instrument panel assembly reaches the target value requirement, so that an optimized instrument panel assembly structure is finally obtained, the knee impact force of the instrument panel assembly can finally meet the target value requirement, the optimal structure parameters of the instrument panel assembly are obtained, and the optimization of the instrument panel assembly structure is realized.
In this embodiment, by determining the fracture path and the fracture position in the instrument panel assembly model, the knee impact of the instrument panel assembly can be accurately calculated, and the error between the calculation result and the test result of the actual experiment is small, so that the knee impact of the instrument panel assembly can reach the target value requirement by strengthening or weakening the structure at the fracture position on the instrument panel assembly, and the optimization of the instrument panel assembly structure is realized.
Example two
According to the optimization method of the automobile instrument panel assembly structure, the automobile instrument panel assembly structure is optimally designed, and the weakened structural part of the automobile instrument panel assembly collision fracture area is obtained.
Specifically, as shown in fig. 7 a) and 7 b), the thickness of the position 104 of the fracture path on the instrument panel assembly in the present embodiment is 1/2 to 1/3 of the thickness of the main material 106 of the instrument panel assembly, and preferably 1/3 of the thickness of the main material of the instrument panel assembly 106. Taking the conventional material PP + LGF20 adopted by the instrument panel assembly as an example, the thickness of the main material of the instrument panel assembly is usually 2.5-3.5 mm, and the thickness of the position of the fracture path on the instrument panel assembly is about 1.5 mm.
A gradual transition area 105 is arranged between the two sides of the position of the fracture path and the main material of the instrument panel assembly, the gradual transition area 105 comprises at least one transition part, and the material thickness of each position in the main material direction of the instrument panel assembly from the position of the fracture path is increased in sequence; preferably, the gradual transition region 105 includes a first transition portion 151 and a second transition portion 152, wherein the thickness of the first transition portion 151 is 50% -60% of the thickness of the instrument panel assembly main material 106, and the thickness of the second transition portion 152 is 70% -80% of the thickness of the instrument panel assembly main material 106.
The width of the position 104 of the fracture path on the instrument panel assembly is 3-4 mm, and the widths of the first transition part and the second transition part are 12-15 mm.
The present specification and figures are to be regarded as illustrative rather than restrictive, and it is intended that all such alterations and modifications that fall within the true spirit and scope of the invention, and that all such modifications and variations are included within the scope of the invention as determined by the appended claims without the use of inventive faculty.
Claims (13)
1. The plastic part collision fracture simulation analysis method is characterized in that a plastic part simulation model is established, collision fracture simulation analysis is carried out on the model, and a collision fracture area on the plastic part model and a fracture path and a fracture position in the collision fracture area are obtained;
according to the determined fracture path and fracture position on the plastic piece model, performing collision fracture simulation analysis on the plastic piece to obtain the collision fracture performance of the plastic piece;
the method for acquiring the collision fracture area on the plastic part model and the fracture path and the fracture position in the collision fracture area comprises the following steps:
s101, dividing grid cells of a plastic piece model, establishing material properties and a fracture mode, performing collision fracture simulation analysis on the model, and determining a collision fracture area on the plastic piece according to an analysis result;
s102, selecting any fracture path in the collision fracture area, subdividing grid units on the fracture path, equally dividing the grid units into n subdivided grid units in a direction parallel to the fracture path to form n subdivided unit layers, wherein n is an integer greater than or equal to 3;
s103, selecting one of the n subdivision unit layers one by one to perform fracture analysis to obtain a new fracture path, and comparing the obtained new fracture path with the selected fracture path;
s104, determining a fracture path and a fracture position in the collision fracture area according to a comparison result;
in step S102, an initial fracture unit and a final fracture unit in the collision fracture region are obtained, and a path where the grid unit between the initial fracture unit and the final fracture unit is located is taken as a selected fracture path.
2. The method for simulating collision and fracture of plastic parts according to claim 1, wherein in step S103, when fracture analysis is performed on the subdivided cell layers, a fracture mode is set for a selected one of the subdivided cell layers, and no fracture mode is set for the remaining subdivided cell layers.
3. The method for simulating collision and fracture of plastic parts according to claim 2, wherein the step S103 is performed by comparing and analyzing fracture paths only for the subdivided cell layers located at the middle positions.
4. The plastic part collision fracture simulation analysis method according to claim 1, wherein in step S101, the grid cells are divided into quadrangles, and the size of the grid cells is 3-5mm;
and/or equally dividing the grid cells into 3-5 subdivided grid cells in step S103.
5. The plastic part collision fracture simulation analysis method according to claim 1, wherein when the plastic strain of the grid cells and the subdivided grid cells is greater than 120% -130% of the elongation at break of the corresponding material, it is determined that the grid cells and the subdivided grid cells are fractured at the locations.
6. The method for simulating collision and fracture of plastic parts according to claim 1, wherein in step S104, if the comparison result is consistent, the new fracture path and the position thereof are determined as the fracture path and the fracture position in the collision fracture area; if the comparison result is inconsistent, the steps S102-S104 are repeated.
7. The method for optimizing the structure of the automobile instrument panel assembly is characterized in that the method for simulating and analyzing the collision and fracture of the plastic part is adopted in any one of claims 1 to 6, the collision fracture area on the instrument panel assembly, the fracture path and the fracture position in the collision fracture area and the magnitude of collision force of collision fracture are obtained, and the obtained collision force is compared with a target value of the collision force to optimize the structure of the instrument panel assembly.
8. The method of claim 7, wherein the step of enhancing or weakening the position of the fracture path on the dashboard assembly is performed according to the comparison result between the obtained impact force and the impact force target value, the impact force of the processed dashboard assembly is obtained, the knee impact force and the impact force target value are compared, and the steps are sequentially repeated until the impact force of the dashboard assembly reaches the impact force target value, so as to obtain the optimized dashboard assembly structure.
9. The weakened structural part of the automobile instrument panel assembly in the collision fracture area is characterized in that the thickness of the position of a fracture path on the instrument panel assembly is 1/2-1/3 of the thickness of the main material of the instrument panel assembly.
10. The automobile instrument panel assembly collision fracture area weakening structure as claimed in claim 9, wherein the thickness of the location of the fracture path on the instrument panel assembly is 1/3 of the thickness of the main material of the instrument panel assembly.
11. The automobile dashboard assembly collision fracture area weakening structure as claimed in claim 9, wherein a gradual transition region is provided between both sides of the position of the fracture path and the main material of the dashboard assembly, the gradual transition region comprises at least one transition portion, and the material thickness at each position in the main material direction of the dashboard assembly increases from the position of the fracture path in sequence.
12. The automobile instrument panel assembly crash break area weakened structure as recited in claim 11, wherein said gradual transition zone comprises a first transition portion and a second transition portion, said first transition portion having a thickness of 50% to 60% of a major material thickness of the instrument panel assembly, said second transition portion having a thickness of 70% to 80% of a major material thickness of the instrument panel assembly.
13. The automotive dashboard assembly crash break zone weakened structure according to claim 11, wherein the width of the location of the break path on the dashboard assembly is 3-4 mm, and the width of the transition portion is 12-15 mm.
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