Small offset collision sideslip structure design method, automobile body front structure and automobile

Abstract

The invention provides a small-offset collision sideslip structure design method, an automobile body front structure and an automobile. The small-offset collision sideslip structure design method comprises the following steps that a first interval structure and a second interval structure of the automobile body front structure are determined; obtaining a first structure parameter of the first interval structure and a second structure parameter of the second interval structure; performing a simulation test according to the first structure parameter of the first interval structure and the second structure parameter of the second interval structure, and determining a first sideslip force corresponding to the first interval structure and a second sideslip force corresponding to the second interval structure; if the first sideslip force and the second sideslip force do not meet the small offset obstacle avoidance condition, updating a first structure parameter of the first interval structure and a second structure parameter of the second interval structure; and if the first sideslip force and the second sideslip force meet the small offset obstacle avoidance condition, determining the vehicle body front structure according to the first structure parameter of the first interval structure and the second structure parameter of the second interval structure.

Description

Technical Field

[0001] The invention belongs to the technical field of collision safety testing, and in particular relates to a design method for a small offset collision side sliding structure, a vehicle body front structure and a car. Background Art

[0002] At present, occupant protection for small offset collision conditions is one of the hot spots and difficulties in vehicle structure development. Since the US IIHS designed and promoted the small offset collision test for vehicles, it has attracted widespread attention from the automotive industry and consumers. The results of small offset collision tests have gradually become one of the important indicators of the safety performance of automotive products. In recent years, China's CIASI has also begun to introduce small offset collision tests, which has also attracted widespread attention.

[0003] Traffic accident analysis found that small offset collision conditions are common in vehicle collisions. Since the obstacle only covers a small width in front of the vehicle (1 / 4 in the test), during the collision, the main energy-absorbing components such as the longitudinal beam cannot participate in deformation and energy absorption. The huge collision energy may eventually be loaded on the passenger compartment, causing obvious failure and deformation of the passenger compartment, invading the passenger's living space, and threatening the safety of the passengers.

[0004] At present, the main technical route for dealing with small offset collision conditions is "to make the front structure of the vehicle body absorb as much collision energy as possible and minimize the collision energy transmitted to the passenger compartment", that is, a hard-bearing strategy, and special design optimization of the front structure of the vehicle body, including but not limited to strengthening the participation of the front structure in the collision process (such as widening the energy absorption box, longitudinal beams, etc.), strengthening the main load-bearing components of the passenger compartment (such as A-pillars, door sill beams, etc.), but these structural modifications or optimizations significantly increase the weight of the vehicle body, thereby increasing manufacturing costs and reducing the fuel economy of the car during use.

[0005] The existing strategy of withstanding small offset collision conditions will inevitably lead to large-area weld tearing in the passenger compartment, resulting in poor commercial quality of the entire vehicle, and increasing the structural weight, which is not conducive to cost-cutting and weight-reducing design, and will affect the vehicle's fuel economy. Summary of the invention

[0006] The present invention provides a method for designing a side-slip structure for a small offset collision, so as to solve the problem that the existing hard-to-carry strategy for a small offset collision may cause large-area weld tearing of the passenger compartment structure.

[0007] A method for designing a small offset collision side-slip structure comprises the following steps:

[0008] Determine a first section structure and a second section structure of the front structure of the vehicle body;

[0009] Obtain a first structural parameter of the first interval structure and a second structural parameter of the second interval structure;

[0010] Performing a simulation test according to a first structural parameter of the first section structure and a second structural parameter of the second section structure to determine a first sideslip force corresponding to the first section structure and a second sideslip force corresponding to the second section structure;

[0011] If the first sideslip force and the second sideslip force do not satisfy the small offset obstacle avoidance condition, updating the first structural parameter of the first interval structure and the second structural parameter of the second interval structure;

[0012] If the first sideslip force and the second sideslip force satisfy the small offset obstacle avoidance condition, the front structure of the vehicle body is determined according to the first structural parameters of the first section structure and the second structural parameters of the second section structure.

[0013] Preferably, performing simulation test according to the first structural parameter of the first interval structure and the second structural parameter of the second interval structure to determine the first sideslip force corresponding to the first interval structure and the second sideslip force corresponding to the second interval structure includes:

[0014] Performing simulation tests on the first interval structure and the second interval structure to obtain a first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure;

[0015] determining a vehicle body mass of a front structure of a vehicle body according to a first structural parameter of the first interval structure and a second structural parameter of the second interval structure;

[0016] A first sideslip force corresponding to the first interval structure and a second sideslip force corresponding to the second interval structure are determined according to the first acceleration, the second acceleration and the vehicle body mass.

[0017] Preferably, the performing simulation test on the first interval structure and the second interval structure to obtain a first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure includes:

[0018] Perform simulation tests on the first interval structure and the second interval structure to obtain a first running time corresponding to the first interval structure and a second running time corresponding to the second interval structure;

[0019] Obtain a first collision overlap amount corresponding to the first interval structure and a second collision overlap amount corresponding to the second interval structure;

[0020] A first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure are acquired according to the first running time, the first collision overlap amount, the second running time and the second collision overlap amount.

[0021] Preferably, the small offset obstacle avoidance condition is that the first sideslip force causes the collision offset of the first interval structure to reach a first preset position, and the second sideslip force causes the collision offset of the second interval structure to reach a second preset position.

[0022] Preferably, the first preset position is the arc tangent point position where the first interval structure is away from the barrier and hits the barrier;

[0023] The second preset position is the outermost position of the arc where the second interval structure is away from the barrier and slides over the barrier.

[0024] Preferably, the first interval structure is a structure between the front end of the vehicle and the tower base, and the second interval structure is a structure between the tower base and the A-pillar;

[0025] The first preset position is the position where the front structure of the vehicle body gradually moves away from the barrier until the front end of the tower base hits the arc tangent point of the barrier;

[0026] The second preset position is when the front structure of the vehicle body is further away from the barrier until the A-pillar slides over the barrier at the outermost position of the arc.

[0027] Preferably, the structure between the front end of the vehicle and the tower seat includes an anti-collision beam, an energy absorption box, a front part of a longitudinal beam, a front part of an upper short beam and a subframe; the structure between the tower seat and the A-pillar includes a rear part of an upper short beam and a rear part of a longitudinal beam;

[0028] The left and right ends of the anti-collision beam are respectively equipped with an energy absorption box, the rear end of the energy absorption box is connected to the front end of the front part of the longitudinal beam, the rear end of the front part of the longitudinal beam is connected to the front end of the rear part of the longitudinal beam, and the rear end of the rear part of the longitudinal beam is connected to the A-pillar;

[0029] The lower side of the front portion of the upper short beam is connected to the front portion of the longitudinal beam, and the upper side of the front portion of the upper short beam is connected to the subframe;

[0030] A portion of the tower seat is mounted on the rear portion of the upper short beam, and another portion of the tower seat is mounted on the rear portion of the longitudinal beam.

[0031] A vehicle body front structure is prepared by adopting the small offset collision side sliding structure design method.

[0032] A car comprises the aforementioned front body structure.

[0033] In the present invention, in order to facilitate structural optimization, the front structure of the vehicle body is divided into a first interval structure and a second interval structure based on specific components; after determining the first interval structure and the second interval structure, first structural parameters corresponding to the first interval structure and second structural parameters corresponding to the second interval structure can be obtained under different test conditions according to different vehicle models; after determining the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, a pre-set simulation test model is used to perform simulation test on the first structural parameters of the first interval structure and the second structural parameters of the second interval structure to obtain the first sideslip force corresponding to the first interval structure and the second sideslip force corresponding to the second interval structure output by the simulation test model; when the first sideslip force and the second sideslip force do not meet the small offset obstacle avoidance condition, the first structural parameters of the first interval structure and the second structural parameters of the second interval structure are updated, that is, based on the first sideslip force corresponding to the first interval structure, the first structural parameters of the first interval structure and the second structural parameters of the second interval structure are updated. The first structural parameters of the first interval structure are structurally optimized, and the structural connection relationship, the grade, material number and thickness corresponding to the structural material are changed, and the optimized first interval structure generates a new first structural parameter; based on the second sideslip force corresponding to the second interval structure, the second structural parameters of the second structural interval are structurally optimized, and the structural connection relationship, the grade, material number and thickness corresponding to the structural material are changed, and the optimized second interval structure generates a new second structural parameter; finally, the simulation test is performed again based on the new first structural parameters and the second structural parameters; when it is determined that the first sideslip force and the second sideslip force meet the small offset obstacle avoidance condition, the front structure of the vehicle body is determined according to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, that is, the front structure of the vehicle body composed of the first interval structure and the second interval structure that meet the small offset obstacle avoidance condition meets the small offset collision sideslip structure design, so as to achieve the effect of avoiding large-area weld tearing in the passenger compartment. In this example, since the first structural parameter and the second structural parameter can be determined independently according to actual conditions, the first structural parameter and the second structural parameter can be adjusted to reduce the structural weight while satisfying the above-mentioned avoidance of large-area weld tearing effects, thereby achieving the design requirements of cost reduction and weight reduction and improving the fuel economy of the vehicle.

[0034] When the front structure of the vehicle body that meets the design of the small offset collision sideslip structure collides with a barrier, the vehicle structure and the barrier are squeezed to generate Y-direction thrust, namely the first sideslip force and the second sideslip force, so that the front of the vehicle generates Y-direction acceleration and pushes the vehicle body away from the barrier. By utilizing the structural squeezing characteristics, the vehicle can generate a yaw motion away from the barrier side, increasing the Y-direction avoidance trend until the collision avoidance of the passenger compartment is completely achieved; during the collision process, the overlap rate of the barrier and the collision vehicle in the Y direction gradually decreases from 25% to 0, thereby reducing the impact load on the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed and occupying the occupant's living space, thereby improving the safety of the occupants. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a flow chart of the method for designing a side-slip structure for a small offset collision in the present invention;

[0036] Figure 2 yes Figure 1 A flow chart of step S103;

[0037] Figure 3 yes Figure 2 A flow chart of step S201;

[0038] Figure 4 is a schematic diagram of a small offset collision side sliding structure in the present invention;

[0039] Figure 5 It is a collision diagram of the first stage of the small offset collision side sliding structure of the present invention;

[0040] Figure 6 It is a collision diagram of the second stage of the small offset collision side sliding structure of the present invention;

[0041] Figure 7 It is a collision diagram of the third stage of the small offset collision side sliding structure of the present invention.

[0042] Among them, 1. tower base; 2. anti-collision beam; 3. energy absorption box; 4. front part of longitudinal beam; 5. front part of upper short beam; 6. subframe; 7. A-pillar; 8. rear part of upper short beam; 9. rear part of longitudinal beam. DETAILED DESCRIPTION

[0043] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0044] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0045] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0046] The embodiment of the present invention provides a method for designing a small offset collision side sliding structure, such as Figure 1 As shown, the small offset collision side sliding structure design method includes the following steps:

[0047] S101: Determine a first section structure and a second section structure of a front structure of a vehicle body;

[0048] S102: Acquire a first structural parameter of a first interval structure and a second structural parameter of a second interval structure;

[0049] S103: performing a simulation test according to the first structural parameters of the first section structure and the second structural parameters of the second section structure to determine a first side slip force F1 corresponding to the first section structure and a second side slip force F2 corresponding to the second section structure;

[0050] S104: if the first sideslip force F1 and the second sideslip force F2 do not satisfy the small offset obstacle avoidance condition, updating the first structural parameter of the first interval structure and the second structural parameter of the second interval structure;

[0051] S105: If the first sideslip force F1 and the second sideslip force F2 satisfy the small offset obstacle avoidance condition, the front structure of the vehicle body is determined according to the first structural parameters of the first section structure and the second structural parameters of the second section structure.

[0052] The first section structure and the second section structure are two section structures that separate the front structure of the vehicle body based on specific components.

[0053] As an example, in step S101, since the small offset collision condition is that the obstacle only covers a small width in front of the vehicle, so that the main structures such as the longitudinal beam cannot participate in deformation and energy absorption, the front structure of the vehicle body between the front end of the vehicle and the passenger compartment needs to be structurally optimized so that the optimized front structure of the vehicle body can better cope with the small offset collision. In order to facilitate structural optimization, the front structure of the vehicle body can be divided into a first interval structure and a second interval structure based on specific components. For example, the front structure of the vehicle body can be divided into a first interval structure and a second interval structure based on the tower base 1. At this time, the first interval structure is the structure between the front end of the vehicle and the tower base 1, and the second interval structure is the structure between the tower base 1 and the A-pillar 7.

[0054] Among them, the first structural parameter and the second structural parameter are structural parameters of the first interval structure and the second interval structure respectively. The structural parameters here include but are not limited to the structural connection relationship of the structure, the grade, material number and thickness corresponding to the structural material and other data.

[0055] As an example, in step S102, after determining the first interval structure and the second interval structure, the first structural parameters corresponding to the first interval structure and the second structural parameters corresponding to the second interval structure can be obtained under different test conditions according to different vehicle models to provide data for simulation testing. The different test conditions here are test conditions determined independently by the user. For example, under the same vehicle model, the structural connection relationship between the first interval structure and the second interval structure is the same, and the material parameters in different structures, such as the grade, material number, thickness and other data of the material, can be adjusted to achieve the purpose of adjusting the structural parameters of the front structure of the vehicle body as a whole.

[0056] The first sideslip force and the second sideslip force are respectively the first interval structure and the second interval structure. During the simulation test, the barrier acts on different interval structures to cause the different interval structures to have a symmetrical collision force along the Y direction.

[0057] As an example, in step S103, after determining the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, a pre-set simulation test model is used to perform simulation tests on the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, so as to obtain the first side slip force F1 corresponding to the first interval structure and the second side slip force F2 corresponding to the second interval structure output by the simulation test model. Understandably, under different test conditions, after autonomously determining the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, the vehicle body mass of the front structure of the vehicle body can be determined, and the relationship between the vehicle body mass and the force can be used to determine the corresponding simulation test model and then determine the input parameters required by the model. Under different test conditions, different input parameters can be adjusted to determine different first side slip forces F1 and second side slip forces F2. In this example, after determining the first side slip force F1 corresponding to the first interval structure and the second side slip force F2 corresponding to the second interval structure, the first side slip force F1 and the second side slip force F2 are analyzed to evaluate whether they meet the pre-set small offset obstacle avoidance condition, so as to perform different processing steps according to the evaluation results.

[0058] Among them, the small offset obstacle avoidance condition refers to the pre-set condition used to evaluate whether the front structure of the vehicle body can achieve effective obstacle avoidance effect under the small offset collision condition. Since the existing hard-to-handle strategy of the small offset collision condition will inevitably cause large-area weld tearing in the passenger compartment, the small offset obstacle avoidance condition determined in this solution must meet the conditions to effectively avoid the occurrence of large-area weld tearing effect.

[0059] As an example, in step S104, when the first sideslip force F1 and the second sideslip force F2 do not meet the small offset obstacle avoidance condition, the first structural parameters of the first interval structure and the second structural parameters of the second interval structure are updated, and the above step S103 is repeatedly performed. That is, based on the first sideslip force F1 corresponding to the first interval structure, the first structural parameters of the first interval structure are structurally optimized, the structural connection relationship, the grade, material number and thickness corresponding to the structural material are changed, and the optimized first interval structure generates a new first structural parameter; based on the second sideslip force F2 corresponding to the second interval structure, the second structural parameters of the second structural interval are structurally optimized, the structural connection relationship, the grade, material number and thickness corresponding to the structural material are changed, and the optimized second interval structure generates a new second structural parameter; finally, the simulation test is performed again based on the new first structural parameters and second structural parameters.

[0060] As an example, in step S105, when it is determined that the first sideslip force F1 and the second sideslip force F2 meet the small offset obstacle avoidance condition, the front structure of the vehicle body is determined according to the first structural parameter of the first interval structure and the second structural parameter of the second interval structure, that is, the front structure of the vehicle body composed of the first interval structure and the second interval structure that meet the small offset obstacle avoidance condition conforms to the small offset collision sideslip structure design, so as to achieve the effect of avoiding large-area weld tearing in the passenger compartment. In this example, since the first structural parameter and the second structural parameter can be determined independently according to actual conditions, the first structural parameter and the second structural parameter can be adjusted to reduce the structural weight while meeting the above-mentioned effect of avoiding large-area weld tearing, so as to achieve the design requirements of cost reduction and weight reduction, so as to improve the fuel economy of the vehicle.

[0061] When the front structure of the vehicle body that meets the design of the small offset collision sideslip structure collides with a barrier, the vehicle structure and the barrier are squeezed to generate Y-direction thrust, namely the first sideslip force F1 and the second sideslip force F2, so that the front of the vehicle generates Y-direction acceleration and pushes the vehicle body away from the barrier. By utilizing the structural squeezing characteristics, the vehicle can generate a yaw motion away from the barrier side, increasing the Y-direction avoidance trend until the passenger compartment completely avoids the collision. During the collision, the overlap rate between the barrier and the collision vehicle in the Y direction gradually decreases from 25% to 0, thereby reducing the impact load on the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed and occupying the occupant's living space, thereby improving the safety of the occupants.

[0062] In this embodiment, without making significant adjustments to the passenger compartment structure, the front structure of the vehicle body in front of the passenger compartment can be fully utilized to generate a Y-direction swing of the vehicle body, thereby increasing the Y-direction displacement of the passenger compartment until the passenger compartment slides out of the collision range of the barrier, thereby improving the safety of the passengers; the weight of the vehicle body can be reduced, the development cost can be reduced, and the safety and lightweight level of the vehicle can be improved, thereby ensuring its fuel economy.

[0063] In one embodiment, if Figure 2 As shown, step S103, i.e., performing simulation test according to the first structural parameter of the first interval structure and the second structural parameter of the second interval structure to determine the first side slip force F1 corresponding to the first interval structure and the second side slip force F2 corresponding to the second interval structure, includes:

[0064] S201: performing simulation tests on a first interval structure and a second interval structure to obtain a first acceleration a1 corresponding to the first interval structure and a second acceleration a2 corresponding to the second interval structure;

[0065] S202: determining a vehicle body mass m of a front structure of the vehicle body according to a first structural parameter of the first interval structure and a second structural parameter of the second interval structure;

[0066] S203: Determine a first side slip force F1 corresponding to the first interval structure and a second side slip force F2 corresponding to the second interval structure according to the first acceleration a1, the second acceleration a2 and the vehicle body mass m.

[0067] As an example, in step S201, after the first interval structure and the second interval structure are divided, the first interval structure and the second interval structure can be simulated and tested under different test conditions according to different vehicle models, and the first acceleration a1 corresponding to the first interval structure and the second acceleration a2 corresponding to the second interval structure are obtained according to the test results, so as to provide test data for subsequent simulation tests. The different test conditions here are test conditions determined by the user independently. For example, under the same vehicle model, the first acceleration a1 corresponding to the first interval structure and the second acceleration a2 corresponding to the second interval structure are obtained by using the motion formula according to the actual measurement data.

[0068] As an example, in step S202, after obtaining the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, the vehicle mass m of the front structure of the vehicle body can be determined according to different vehicle models and different test conditions, according to actual conditions and in a manner that complies with the measurement standard, to provide test data for subsequent simulation tests. In this example, a simulation test tool is used to calculate the first structural parameters of the first interval structure and the second structural parameters of the second interval structure determined independently by the user, so as to determine the vehicle mass m of the front structure of the vehicle body formed by different structural connection relationships and / or different materials.

[0069] As an example, in step S203, after determining the first acceleration a1, the second acceleration a2 and the vehicle body mass m, a pre-set simulation test model is used to perform simulation tests on the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, so as to obtain the first side slip force F1 corresponding to the first interval structure and the second side slip force F2 corresponding to the second interval structure output by the simulation test model. Understandably, under different test conditions, after autonomously determining the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, the vehicle body mass of the front structure of the vehicle body can be determined, and the relationship between the vehicle body mass and the force can be used to determine the corresponding simulation test model and then determine the input parameters required by the model. Under different test conditions, by adjusting the difference in its input parameters, different first side slip forces F1 and second side slip forces F2 can be determined.

[0070] In this embodiment, a simulation test is first performed on the first interval structure and the second interval structure to obtain a first acceleration a1 corresponding to the first interval structure and a second acceleration a2 corresponding to the second interval structure; at the same time, the body mass m of the front structure of the vehicle body is determined according to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure; finally, the first sideslip force F1 corresponding to the first interval structure and the second sideslip force F2 corresponding to the second interval structure are determined according to the first acceleration a1, the second acceleration a2 and the body mass m, so as to facilitate the judgment that the front structure of the vehicle body can meet the design standard of the sideslip structure of the small offset collision.

[0071] In one embodiment, if Figure 3 As shown, step S201, i.e., performing simulation tests on the first interval structure and the second interval structure to obtain a first acceleration a1 corresponding to the first interval structure and a second acceleration a2 corresponding to the second interval structure, includes:

[0072] S301: Perform simulation test on the first interval structure and the second interval structure to obtain a first running time t1 corresponding to the first interval structure and a second running time t2 corresponding to the second interval structure;

[0073] S302: Obtaining a first collision overlap amount d1 corresponding to the first interval structure and a second collision overlap amount d2 corresponding to the second interval structure;

[0074] S303: Obtain a first acceleration a1 corresponding to the first interval structure and a second acceleration a2 corresponding to the second interval structure according to the first running time t1, the first collision overlap amount d1, the second running time t2 and the second collision overlap amount d2.

[0075] The first collision overlap d1 is the overlap between the tangent point of the barrier and the outermost side of the first interval structure in the Y direction. For example, when the first interval structure is the structure between the front end of the vehicle and the tower base 1, the first collision overlap d1 is the overlap between the tangent point of the barrier and the outermost side of the upper short beam front portion 5 in the Y direction. The second collision overlap d2 is the overlap between the front end of the barrier and the outermost side of the second interval structure in the Y direction. For example, when the second interval structure is the structure between the tower base 1 and the A-pillar 7, the second collision overlap d2 is the overlap between the front end of the barrier and the outermost side of the A-pillar 7 in the Y direction. The barrier here is a collision obstacle used for a small offset collision test, and the arc radius of the barrier is R.

[0076] As an example, in step S301, after the first interval structure and the second interval structure are divided, the first interval structure and the second interval structure can be simulated and tested under different test conditions according to different vehicle models, and the first running time t1 corresponding to the first interval structure and the second running time t2 corresponding to the second interval structure are obtained according to the test results, so as to provide test data for subsequent simulation tests. The different test conditions here are test conditions determined by the user independently, for example, under the same vehicle model, the first running time t1 corresponding to the first interval structure and the second running time t2 corresponding to the second interval structure are obtained by using the motion formula according to the actual measurement data.

[0077] As an example, in step S302, after determining the first interval structure and the second interval structure, the first collision overlap d1 corresponding to the first interval structure and the second collision overlap d2 corresponding to the second interval structure can be determined according to different vehicle models, and the collision parameters between the front end of the vehicle and the barrier can be determined to facilitate the design of the small offset collision side sliding structure. It can be understood that when the vehicle models for the small offset collision side sliding structure design are different, the first collision overlap d1 corresponding to the first interval structure and the second collision overlap d2 corresponding to the second interval structure determined are different, which can be determined independently according to actual needs.

[0078] As an example, in step S303, after determining the first running time t1, the first collision overlap amount d1, the second running time t2 and the second collision overlap amount d2, a pre-set simulation model can be used to perform simulation tests on the first collision overlap amount d1 and the second collision overlap amount d2 to obtain the first acceleration a1 corresponding to the first interval structure and the second acceleration a2 corresponding to the second interval structure.

[0079] In this example, after determining the first collision overlap d1 and the second collision overlap d2, a pre-set simulation model can be used to perform a simulation test on the first collision overlap d1 and the second collision overlap d2, and the first side slip force F1 corresponding to the first interval structure and the second side slip force F2 corresponding to the second interval structure. For example, a mathematical model can be used in the simulation test process, and the mathematical model is:

[0080]

[0081] F1=ma

[0082]

[0083] F2=ma2

[0084] Among them, a1 and a2 are respectively the accelerations of the barrier passing through the first interval structure and the second interval structure during the simulation test, and t1 and t2 are respectively the time history of the barrier passing through the first interval structure and the second interval structure during the simulation test. F1 and F2 are respectively the sideslip forces to which the barrier passes through the first interval structure and the second interval structure during the simulation test, i.e., the first sideslip force and the second sideslip force. In this example, the first collision overlap d1 and the second collision overlap d2 are substituted into the mathematical model to obtain the first sideslip force F1 corresponding to the first interval structure and the second sideslip force F2 corresponding to the second interval structure.

[0085] In one embodiment, referring to Figure 4 , Figure 5 , Figure 6 and Figure 7 The small offset obstacle avoidance condition is that the first sideslip force F1 makes the collision offset of the first interval structure reach the first preset position, and the second sideslip force F2 makes the collision offset of the second interval structure reach the second preset position.

[0086] As an example, a small offset obstacle avoidance condition is introduced, wherein the first preset position is the position of the arc tangent point where the first interval structure is away from the barrier and hits the barrier; the second preset position is the position where the second interval structure is away from the barrier and slides over the barrier; the small offset obstacle avoidance condition is met when the first sideslip force F1 makes the collision offset of the first interval structure reach the position of the arc tangent point where the first interval structure is away from the barrier and hits the barrier, and the second sideslip force F2 makes the collision offset of the second interval structure reach the position where the second interval structure is away from the barrier and slides over the barrier,

[0087] In one embodiment, referring to Figure 4 , Figure 5 , Figure 6 and Figure 7 The first preset position is the arc tangent point position where the first interval structure is away from the barrier and hits the barrier; the second preset position is the outermost arc position where the second interval structure is away from the barrier and slides over the barrier.

[0088] As an example, the first preset position is introduced as the position of the arc tangent point where the first interval structure is away from the barrier and hits the barrier; the second preset position is the position where the second interval structure is away from the barrier and slides over the barrier. When a small offset collision occurs, the first sideslip force F1 corresponding to the first interval structure can make the collision offset of the first interval structure reach the arc tangent point position of the barrier, that is, the first interval structure reaches the first preset position, and the second sideslip force F2 corresponding to the second interval structure can make the collision offset of the second interval structure reach the outermost position of the arc of sliding over the barrier, that is, the second interval structure reaches the second preset position. In this way, the first sideslip force F1 and the second sideslip force F2 meet the small offset obstacle avoidance conditions, and the front structure of the vehicle body can be determined.

[0089] In one embodiment, referring to Figure 4 , Figure 5 , Figure 6 and Figure 7 The first interval structure is the structure between the front end of the vehicle and the tower base 1, and the second interval structure is the structure between the tower base 1 and the A-pillar 7; the first preset position is that the front structure of the vehicle body gradually moves away from the barrier until the front end of the tower base 1 hits the arc tangent point of the barrier; the second preset position is that the front structure of the vehicle body moves further away from the barrier until the A-pillar 7 slides over the outermost position of the arc of the barrier.

[0090] As an example, it is introduced that the first interval structure is the structure between the front end of the vehicle and the tower base 1, and the second interval structure is the structure between the tower base 1 and the A-pillar 7; the first preset position is that the front structure of the vehicle body gradually moves away from the barrier until the front end of the tower base 1 hits the circular arc tangent point position of the barrier; the second preset position is that the front structure of the vehicle body further moves away from the barrier until the A-pillar 7 slides over the barrier; when a small offset collision occurs, the first sideslip force F1 corresponding to the first interval structure can make the front end of the tower base 1 hit the circular arc tangent point position of the barrier, that is, the first interval structure reaches the first preset position, and the second sideslip force F2 corresponding to the second interval structure can make the A-pillar 7 slide over the outermost position of the circular arc of the barrier, that is, the second interval structure reaches the second preset position, so that the first sideslip force F1 and the second sideslip force F2 meet the small offset obstacle avoidance condition, and the front structure of the vehicle body can be determined.

[0091] In one embodiment, referring to Figure 4 , Figure 5 , Figure 6 and Figure 7The structure between the front end of the vehicle and the tower base 1 includes an anti-collision beam 2, an energy absorption box 3, a longitudinal beam front portion 4, an upper short beam front portion 5 and a subframe 6; the structure between the tower base 1 and the A-pillar 7 includes an upper short beam rear portion 8 and a longitudinal beam rear portion 9; an energy absorption box 3 is respectively installed at the left and right ends of the anti-collision beam 2, the rear end of the energy absorption box 3 is connected to the front end of the longitudinal beam front portion 4, the rear end of the longitudinal beam front portion 4 is connected to the front end of the longitudinal beam rear portion 9, and the rear end of the longitudinal beam rear portion 9 is connected to the A-pillar 7; the lower side of the upper short beam front portion 5 is connected to the longitudinal beam front portion 4, and the upper side of the upper short beam front portion 5 is connected to the subframe 6; a part of the tower base 1 is installed on the upper short beam rear portion 8, and the other part of the tower base 1 is installed on the longitudinal beam rear portion 9.

[0092] As an example, it is introduced that the vehicle structure is divided into a first interval structure and a second interval structure, the first interval structure is the structure between the front end of the vehicle and the tower seat 1, including the anti-collision beam 2, the energy absorption box 3, the longitudinal beam front part 4, the upper short beam front part 5 and the subframe 6; the second interval structure is the structure between the tower seat 1 and the A-pillar 7, including the upper short beam rear part 8 and the longitudinal beam rear part 9; an energy absorption box 3 is installed at the left and right ends of the anti-collision beam 2, the rear end of the energy absorption box 3 is connected to the front end of the longitudinal beam front part 4, the rear end of the longitudinal beam front part 4 is connected to the front end of the longitudinal beam rear part 9, and the rear end of the longitudinal beam rear part 9 is connected to the A-pillar 7; the lower side of the upper short beam front part 5 is connected to the longitudinal beam front part 4, and the upper side of the upper short beam front part 5 is connected to the subframe 6; a part of the tower seat 1 is installed on the upper short beam rear part 8, and the other part of the tower seat 1 is installed on the longitudinal beam rear part 9; according to the determined first sideslip force F1 corresponding to the first interval structure and the second sideslip force F2 corresponding to the second interval structure, the first The optimized section structure and the second section structure are optimized. During the collision process, the optimized anti-collision beam 2, energy absorption box 3, longitudinal beam front part 4, upper short beam front part 5 and subframe 6 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the first section structure reaches the first preset position, that is, the front of the vehicle gradually moves away from the obstacle in the Y direction until the rear end of the first section structure hits the arc tangent point position of the barrier; the optimized upper short beam rear part 8 and longitudinal beam rear part 9 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the second section structure reaches the second preset position, that is, the vehicle body is further pushed away from the barrier until the rear end of the second structure section slides over the barrier; the overlap rate of the barrier and the collision vehicle in the Y direction is gradually reduced from 25% to 0, thereby reducing the impact load borne by the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed to occupy the occupant's living space, and thus improving the safety of the occupants.

[0093] An embodiment of the present invention provides a vehicle body front structure, referring to Figure 1-7 , which is prepared by adopting the small offset collision sideslip structure design method.

[0094] As an example, the small offset obstacle avoidance condition is that the first sideslip force F1 makes the collision offset of the first interval structure reach the first preset position, and the second sideslip force F2 makes the collision offset of the second interval structure reach the second preset position; according to the simulation test standard, the first interval structure and the second interval structure of the front structure of the vehicle body are determined, the first interval structure and the second interval structure are measured, and the first structural parameters corresponding to the first interval structure and the second structural parameters corresponding to the second interval structure are obtained. According to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, a simulation test is performed to determine the first sideslip force F1 corresponding to the first interval structure and the second sideslip force F2 corresponding to the second interval structure. If the first sideslip force F1 and the second sideslip force F2 do not meet the small offset obstacle avoidance condition, the first structural parameters of the first interval structure and the second structural parameters of the second interval structure are updated, that is, based on The first sideslip force F1 corresponding to the first interval structure is used to optimize the first structural parameters of the first interval structure, change the structural connection relationship, the grade, material number and thickness corresponding to the structural material and other data, and the optimized first interval structure generates a new first structural parameter; based on the second sideslip force F2 corresponding to the second interval structure, the second structural parameters of the second structural interval are optimized, the structural connection relationship, the grade, material number and thickness corresponding to the structural material and other data are changed, and the optimized second interval structure generates a new second structural parameter, and then the simulation test is performed again; if the first sideslip force F1 and the second sideslip force F2 meet the small offset obstacle avoidance condition, then the front structure of the vehicle body is determined according to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, that is, the front structure of the vehicle body composed of the current first interval structure and the second interval structure meets the small offset collision sideslip structure design.

[0095] In this example, during the collision process, the optimized anti-collision beam 2, energy absorption box 3, front part of longitudinal beam 4, front part of upper short beam 5 and subframe 6 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the first interval structure reaches the first preset position, that is, the front of the vehicle gradually moves away from the obstacle in the Y direction until the rear end of the first interval structure hits the arc tangent point of the barrier; the optimized rear part of the upper short beam 8 and the rear part of the longitudinal beam 9 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the second interval structure reaches The second preset position is to push the vehicle body further away from the barrier until the rear end of the second structural section slides over the outermost position of the arc of the barrier; the overlap rate of the barrier and the collision vehicle in the Y direction gradually decreases from 25% to 0, thereby reducing the impact load on the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed to occupy the occupant's living space, thereby improving the safety of the occupants and achieving a small offset collision side slide. During this process, the A-pillar 7 and the passenger compartment structure are not directly hit by the obstacle avoidance, and the required strength will be greatly reduced compared to the "hard-carrying strategy", providing a larger body weight reduction design space.

[0096] An embodiment of the present invention provides a car, referring to Figure 1-5 , including the front structure of the vehicle body.

[0097] As an example, according to the simulation test standard, the first interval structure and the second interval structure of the front structure of the vehicle body are determined, the first interval structure and the second interval structure are measured, and the first structural parameters corresponding to the first interval structure and the second structural parameters corresponding to the second interval structure are obtained. According to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, a simulation test is performed to determine the first sideslip force F1 corresponding to the first interval structure and the second sideslip force F2 corresponding to the second interval structure. If the first sideslip force F1 and the second sideslip force F2 do not meet the small offset obstacle avoidance condition, the first structural parameters of the first interval structure and the second structural parameters of the second interval structure are updated. That is, based on the first sideslip force F1 corresponding to the first interval structure, the first structural parameters of the first interval structure are structurally modified. Optimize, change the structural connection relationship, the grade, material number and thickness corresponding to the structural material, and other data, and the optimized first interval structure generates a new first structural parameter; based on the second sideslip force F2 corresponding to the second interval structure, the second structural parameters of the second structural interval are structurally optimized, the structural connection relationship, the grade, material number and thickness corresponding to the structural material, and other data, and the optimized second interval structure generates a new second structural parameter, and then the simulation test is performed again; if the first sideslip force F1 and the second sideslip force F2 meet the small offset obstacle avoidance condition, then according to the first structural parameters of the first interval structure and the second structural parameters of the second interval structure, the front structure of the vehicle body is determined, that is, the front structure of the vehicle body composed of the current first interval structure and the second interval structure meets the small offset collision sideslip structure design.

[0098] In this example, during the collision process, the optimized anti-collision beam 2, energy absorption box 3, front part of longitudinal beam 4, front part of upper short beam 5 and subframe 6 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the first interval structure reaches the first preset position, that is, the front of the vehicle gradually moves away from the obstacle in the Y direction until the rear end of the first interval structure hits the arc tangent point of the barrier; the optimized rear part of the upper short beam 8 and the rear part of the longitudinal beam 9 can make the front of the vehicle generate a Y-direction acceleration and a Y-direction displacement, so that the collision offset position of the second interval structure reaches The second preset position is to push the vehicle body further away from the barrier until the rear end of the second structural section slides over the outermost position of the arc of the barrier; the overlap rate of the barrier and the collision vehicle in the Y direction gradually decreases from 25% to 0, thereby reducing the impact load on the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed to occupy the occupant's living space, thereby improving the safety of the occupants and achieving a small offset collision side slide. During this process, the A-pillar 7 and the passenger compartment structure are not directly hit by the obstacle avoidance, and the required strength will be greatly reduced compared to the "hard-carrying strategy", providing a larger body weight reduction design space.

[0099] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for designing a side-slip structure for a small offset collision, characterized in that: The following steps are involved: Determine a first section structure and a second section structure of the front structure of the vehicle body; Obtain a first structural parameter of the first interval structure and a second structural parameter of the second interval structure; Performing a simulation test according to a first structural parameter of the first section structure and a second structural parameter of the second section structure to determine a first sideslip force corresponding to the first section structure and a second sideslip force corresponding to the second section structure; If the first sideslip force and the second sideslip force do not satisfy the small offset obstacle avoidance condition, updating the first structural parameter of the first interval structure and the second structural parameter of the second interval structure; If the first sideslip force and the second sideslip force satisfy the small offset obstacle avoidance condition, the front structure of the vehicle body is determined according to the first structural parameters of the first section structure and the second structural parameters of the second section structure.

2. The method for designing a side-slip structure for a small offset collision according to claim 1, characterized in that: The performing simulation test according to the first structural parameter of the first interval structure and the second structural parameter of the second interval structure to determine the first sideslip force corresponding to the first interval structure and the second sideslip force corresponding to the second interval structure includes: Performing simulation tests on the first interval structure and the second interval structure to obtain a first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure; determining a vehicle body mass of a front structure of a vehicle body according to a first structural parameter of the first interval structure and a second structural parameter of the second interval structure; A first sideslip force corresponding to the first interval structure and a second sideslip force corresponding to the second interval structure are determined according to the first acceleration, the second acceleration and the vehicle body mass.

3. The method for designing a side-slip structure for a small offset collision according to claim 2, characterized in that: The performing simulation test on the first interval structure and the second interval structure to obtain a first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure includes: Perform simulation tests on the first interval structure and the second interval structure to obtain a first running time corresponding to the first interval structure and a second running time corresponding to the second interval structure; Obtain a first collision overlap amount corresponding to the first interval structure and a second collision overlap amount corresponding to the second interval structure; A first acceleration corresponding to the first interval structure and a second acceleration corresponding to the second interval structure are acquired according to the first running time, the first collision overlap amount, the second running time and the second collision overlap amount.

4. The method for designing a side-slip structure for a small offset collision according to claim 1, characterized in that: The small offset obstacle avoidance condition is that the first sideslip force causes the collision offset of the first interval structure to reach a first preset position, and the second sideslip force causes the collision offset of the second interval structure to reach a second preset position.

5. The method for designing a side-slip structure for a small offset collision according to claim 4, characterized in that: The first preset position is the arc tangent point position where the first interval structure moves away from the barrier and collides with the barrier; The second preset position is the outermost position of the arc where the second interval structure is away from the barrier and slides over the barrier.

6. The method for designing a side-slip structure for a small offset collision according to claim 5, characterized in that: The first section structure is a structure between the front end of the vehicle and the tower base, and the second section structure is a structure between the tower base and the A-pillar; The first preset position is the position where the front structure of the vehicle body gradually moves away from the barrier until the front end of the tower base hits the arc tangent point of the barrier; The second preset position is when the front structure of the vehicle body is further away from the barrier until the A-pillar slides over the barrier at the outermost position of the arc.

7. The method for designing a side-slip structure for a small offset collision according to claim 6, characterized in that: The structure between the front end of the vehicle and the tower seat includes an anti-collision beam, an energy absorption box, a front part of a longitudinal beam, a front part of an upper short beam, and a subframe; the structure between the tower seat and the A-pillar includes a rear part of an upper short beam and a rear part of a longitudinal beam; The left and right ends of the anti-collision beam are respectively equipped with an energy absorption box, the rear end of the energy absorption box is connected to the front end of the front part of the longitudinal beam, the rear end of the front part of the longitudinal beam is connected to the front end of the rear part of the longitudinal beam, and the rear end of the rear part of the longitudinal beam is connected to the A-pillar; The lower side of the front portion of the upper short beam is connected to the front portion of the longitudinal beam, and the upper side of the front portion of the upper short beam is connected to the subframe; A portion of the tower seat is mounted on the rear portion of the upper short beam, and another portion of the tower seat is mounted on the rear portion of the longitudinal beam.

8. A vehicle body front structure, characterized in that: It is prepared by adopting the small offset collision side sliding structure design method described in any one of claims 1-7.

9. A car, characterized in that: The vehicle body front structure comprises the vehicle body front structure as claimed in claim 8.

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