A global vehicle crash safety frontal crash design method and model

Abstract

This invention relates to the field of automotive component technology, and particularly to a global vehicle collision safety front-end collision design method and model. It addresses the problem that existing collision safety front-end collision design methods are limited to one or two markets and cannot meet the needs of a global market. In the initial design phase of a new platform, this invention first analyzes competing vehicles with relevant technologies, then proceeds to the new platform development and design stage. The first step, in the preliminary layout stage, is to ensure the necessary collision space to meet the high standards of collision safety requirements for both left-hand drive and right-hand drive vehicles. The second step is the design of the overall vehicle collision path. The third and fourth steps are the design of key front-end collision components and the passenger compartment structure. The fifth step is the front-end collision multi-condition matching design. This invention avoids platform changes caused by subsequent expansion into international markets, controls overall safety risks, minimizes the number of subsequent verification vehicles, and reduces overall vehicle development costs.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and in particular to a global vehicle collision safety front-end collision design method and model. Background Technology

[0002] Over the past decade, automotive technology and innovation have advanced rapidly, and countries have paid closer attention to the characteristics of major car accidents in their own countries. Consequently, collision safety regulations in various countries have been comprehensively updated in the last two years, including China's 2021 C-NCAP and 2020 China Insurance Automotive Safety Index (C-IASI), Europe's 2020 Euro-NCAP, Latin America's 2020 L-NCAP, Australia's 2020 A-NCAP, and ASEAN's 2021 ASEAN NCAP. With the company's global market expansion, a platform or model needs to meet the corresponding high-level collision safety requirements of various regions. Therefore, in the early stages of research and development, platform development must meet the five-star or G-level requirements of various global markets, raising the difficulty of new platform development to a new level.

[0003] In the development of the new platform, only the frontal collision conditions of various global markets need to be considered. The conditions involved include the test vehicle colliding with a 100% frontal rigid wall at a speed of 50 km / h-56 km / h (hereinafter referred to as RW), the test vehicle and the moving progressive barrier trolley respectively conducting a frontal 50% overlap offset collision at a collision speed of 50 km / h (hereinafter referred to as MPDB, added in the 2021 version of the standard), the test vehicle colliding with a fixed variable obstacle avoidance with a 40% overlap rate at a speed of 64 km / h (hereinafter referred to as ODB), and the test vehicle colliding with a fixed rigid barrier at a speed of 64.4 km / h with a 25% overlap rate (hereinafter referred to as SOB). Because the development strategies of models launched before 2021 do not need to consider meeting the high collision safety standards of so many markets on the same platform, and the addition of MPDB compatibility penalties in the 2021 version has increased the difficulty of vehicle design requirements, as the Chinese automotive market gradually moves towards internationalization and expansion, automakers are no longer limited to designing new platforms for one or two markets, but want to design vehicles that meet the global vehicle requirements of the 2021 version. This is a challenge for all OEMs.

[0004] In summary, existing front-collision safety design methods are limited to one or two markets and cannot meet the needs of the global market. Summary of the Invention

[0005] To address the problems existing in the background technology, this invention provides a global vehicle collision safety front-end collision design method and model, which solves the problem that existing collision safety front-end collision design methods are limited to one or two markets and cannot meet the needs of the global market.

[0006] A global vehicle collision safety front-end collision design method, the method comprising:

[0007] Conduct competitive analysis to determine the performance, structural, and weight targets for global vehicle collision safety front-end collision designs;

[0008] After completing the competitive analysis, the front collision space design, vehicle collision path design, front collision key component design, passenger compartment structure design, and front collision multi-condition matching design were carried out in sequence to obtain a design scheme that meets the global vehicle collision safety front collision design specifications.

[0009] Furthermore, the competitive analysis includes determining safety performance targets based on the market definition of the new platform vehicle, selecting competitor vehicles that meet the collision safety targets of the target market, analyzing the layout, structural frame and key component cross-sections of competitor vehicles, and combining the weight and safety performance of the company's previous models, setting weight targets for the new platform vehicle based on the lightweighting coefficient, and decomposing the targets to the front collision structural design targets of the relevant markets according to the safety requirements.

[0010] Furthermore, the front collision space design includes using the computer-aided engineering (CAE) software SFE CONCEPT from the early conceptual design to verify the impact of space and path on the RW (test vehicle colliding with a 100% frontal rigid wall at a speed of 50-56 km / h - referred to as RW) and ODB (test vehicle colliding with a 40% overlap fixed variable obstacle avoidance at a speed of 64 km / h - referred to as ODB) scenarios, in order to gain collision space and ensure that the front collision transfer path meets the requirements;

[0011] The layout of the braking system for left-hand or right-hand drive is designed during the initial layout of the collision space, the space from the powertrain to the vacuum booster or brake-by-wire system, the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate of the vehicle's dashboard crossbeam.

[0012] Furthermore, the vehicle collision path design specifically includes: 1) Front collision path design and matching: design of the main longitudinal beam path, shotgun path and subframe path; 2) Front lateral support strength design: design of the Y-direction support strength of the main front bumper crossbeam and the Y-direction support strength of the lower bumper crossbeam.

[0013] Furthermore, the design of key components for the forward collision specifically includes adopting an X-axis progressive deformation design to absorb energy in the forward compartment area;

[0014] The crew cabin structural design specifically includes using CAE simulation to match the overall deformation modes under RW and ODB conditions.

[0015] Furthermore, the frontal collision multi-condition matching design specifically includes using CAE to carry out multi-condition matching design steps, controlling the robustness of deformation in the early stage, and then carrying out relevant detailed design and matching for the compatibility of the MPDB condition (the test vehicle and the moving progressive barrier trolley are respectively subjected to a frontal 50% overlap offset collision at a collision speed of 50km / h - a new addition in the 21st version of the NCAP standard - abbreviated as MPDB condition), and then verifying the RW and ODB conditions until the MPDB, RW and ODB conditions are balanced together;

[0016] We conducted an optimized design for the SOB test condition (the test vehicle is subjected to a frontal impact with a fixed rigid barrier at a speed of 64.4 km / h and an overlap of 25% in the China Insurance Automotive Safety Index C-IASI). Based on the optimized body structure of the MPDB, RW, and ODB test conditions, we added reinforcement components and packaged the overall reinforcement components in the form of an SOB test condition package to meet the relevant SOB structural requirements in the passenger compartment.

[0017] In the multi-condition matching design of the front collision, the following steps are adopted to reduce the weight of key components: 1. In the multi-condition matching process, the strength matching of key components in the front compartment is carried out, that is, the design of the bumper crossbeam, energy absorption box and longitudinal beam in terms of shape, material and thickness is carried out; 2. The lightweight design of key components in the passenger compartment is carried out, that is, the design of the shape, material and thickness of A-pillar vertical plate, firewall reinforcement beam and floor longitudinal beam, etc.

[0018] A global vehicle collision safety front-end collision design model, including a competitive analysis unit and a development and design unit:

[0019] The competitive analysis unit is used to determine the performance, structural, and weight targets for global vehicle collision safety front-impact designs.

[0020] The development and design unit is used to sequentially carry out front collision space design, whole vehicle collision path design, front collision key component design, passenger compartment structure design, and front collision multi-condition matching design after competitive analysis, so as to obtain a design scheme that meets global vehicle collision safety front collision design specifications.

[0021] Furthermore, the competitor analysis unit is used for:

[0022] Based on the market definition of the new platform vehicle, safety performance targets are determined, and competing vehicles that meet the collision safety targets of the target market are selected. By analyzing the layout, structural frame and key component cross-sections of the competing vehicles, and combining the weight and safety performance of the company's previous models, weight targets are set for the new platform vehicle based on the lightweighting coefficient. Based on the safety target requirements, the targets are decomposed into the front collision structural design targets of the relevant markets.

[0023] Furthermore, the development and design unit is used to verify the impact of space and path on RW and ODB operating conditions using early conceptual design CAE software;

[0024] The layout of the braking system for left-hand or right-hand drive is designed during the initial layout of the collision space, the space from the powertrain to the vacuum booster or brake-by-wire system (onebox), the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate of the vehicle's dashboard crossbeam.

[0025] Furthermore, the development and design unit is also used to conduct multi-condition matching design using CAE, control the robustness of deformation in the early stage, then conduct relevant detailed design and matching for the compatibility of MPDB condition, and then verify the RW and ODB conditions until the MPDB, RW and ODB conditions are balanced together.

[0026] SOB-based optimized design is carried out, and reinforcement components are added to the body based on the MPDB, RW and ODB three-condition optimized body. The overall reinforcement components are packaged in the form of SOB condition package to meet the relevant SOB structural requirements in the passenger compartment.

[0027] In the multi-condition matching design of the front collision, the key component lightweighting step is adopted.

[0028] In the initial stage of the new platform design, this invention first conducts an analysis of relevant competing vehicles, and then enters the new platform development and design stage. First, in the early stage of layout and undetermined phase, it is necessary to meet the collision space required to meet the high standard collision safety requirements for both left-hand drive and right-hand drive vehicles. Second, the whole vehicle collision path design. Third and fourth, the design of key front collision components and passenger compartment structure. Fifth, the front collision multi-condition matching design.

[0029] This invention addresses the need for automakers to develop new platforms that meet high global vehicle safety standards. In the forward development of front-collision design for collision safety, it proposes development processes and precautions, and clarifies the main responsibilities, duties, and objectives of CAE simulation (Computer Aided Engineering).

[0030] This invention can avoid platform changes caused by subsequent expansion into international markets, control overall safety risks, minimize the number of subsequent verification vehicles, and reduce overall vehicle development costs.

[0031] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the design process for an embodiment of the present invention.

[0034] Figure 2 This is a schematic diagram of a model according to an embodiment of the present invention.

[0035] Figure 3 This is a schematic diagram of the vehicle collision path according to an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Collision safety regulations in various countries have been updated in the past two years, including China's 2021 C-NCAP and 2020 China Insurance Automotive Safety Index (C-IASI), Europe's 2020 Euro-NCAP, Latin America's 2020 L-NCAP, Australia's 2020 A-NCAP, and ASEAN's 2021 ASEANNCAP.

[0038] Existing frontal collision safety design methods are limited to one or two markets and cannot meet the needs of the global market.

[0039] To this end, the present invention proposes a global vehicle collision safety front collision design method and apparatus, including a global vehicle collision safety front collision design method and a global vehicle collision safety front collision design model.

[0040] This invention can avoid platform changes caused by subsequent expansion into international markets, control overall safety risks, minimize the number of subsequent verification vehicles, and reduce overall vehicle development costs.

[0041] Firstly, such as Figure 1 As shown, the present invention provides a global vehicle collision safety front-end collision design method, the method comprising:

[0042] Conduct competitive analysis to determine the performance, structural, and weight targets for global vehicle collision safety front-end collision designs;

[0043] The front collision space design, vehicle collision path design, front collision key component design, passenger compartment structure design, and front collision multi-condition matching design were carried out sequentially. After completion, a design scheme that meets the global vehicle collision safety front collision design specifications was obtained.

[0044] In practice, at the initial stage of the new platform design, the analysis of relevant technical competitor vehicles is carried out first, and then the new platform development and design stage is entered. First, in the early stage of layout and undetermined stage, the collision space required to meet the high standard collision safety requirements of left-hand drive and right-hand drive is required; second, the collision path design of the whole vehicle is required; third and fourth, the design of key front collision components and passenger compartment structure design are required; and fifth, the front collision multi-condition matching design is required.

[0045] This method is mainly applied to platform design. Therefore, for global collision regulations, it only involves the frontal collision scenarios in the collision regulations of each region, namely the four high-speed scenarios: RW, MPDB, ODB, and SOB. Specifically, the test vehicle collides with a 100% frontal rigid barrier (RW) at a speed of 50-56 km / h; the test vehicle and the moving progressive barrier (MPDB) trolley conduct a frontal 50% overlap offset collision at a collision speed of 50 km / h (added in the 21st edition of the standard); the test vehicle collides with a fixed variable barrier (ODB) at a speed of 64 km / h with a 40% overlap rate; and the test vehicle collides with a fixed rigid barrier (SOB) at a speed of 64.4 km / h with a 25% overlap rate.

[0046] In this embodiment, the competitive analysis specifically includes: determining the safety performance target requirements based on the market definition of the new platform vehicle; selecting competitor vehicles that meet the collision safety target requirements of the target market; analyzing the layout, structural frame, and key component cross-sections of the competitor vehicles; and, in conjunction with the weight and safety performance of the company's previous models, setting weight targets for the new platform vehicle based on the lightweighting coefficient; and, based on the safety target requirements, decomposing the targets into the relevant market front-collision structural design targets.

[0047] In practice, at the initial stage of the new platform design, we first conduct a technical competitor vehicle analysis to determine whether the competitor vehicles meet the collision safety requirements of the target market.

[0048] In this embodiment, the front collision space design specifically includes using early conceptual design CAE software to verify the impact of space and path on RW and ODB conditions, in order to gain collision space and ensure that the front collision transmission path is reasonable.

[0049] The layout of the braking system for left-hand or right-hand drive is designed during the initial layout of the collision space, the space from the powertrain to the vacuum booster or brake-by-wire system, the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate of the vehicle's dashboard crossbeam.

[0050] In practice, efforts should be made to secure the collision space required for high-standard collision safety. During this period, since there is no specific geometric data for the whole vehicle and the systems are not yet determined, CAE software for early conceptual design, such as SFE, can be used to effectively increase design efficiency.

[0051] In this embodiment, as Figure 3 As shown, the vehicle collision path design specifically includes: 1) Front collision path design and matching: design of the main longitudinal beam path, shotgun path and subframe path; 2) Front lateral support strength design: design of the Y-direction support strength of the main front bumper crossbeam and the Y-direction support strength of the lower bumper crossbeam.

[0052] In practical implementation, due to the requirements of MPDB and SOB conditions, if the shape and layout can be balanced, in addition to the main path of the longitudinal beam, consider adding the shotgun path and the subframe path to ensure the force transmission of the front collision through three paths. If it is really impossible to ensure the shotgun path, there must be other structural forms to ensure sufficient lateral support at the front.

[0053] In this embodiment, the design of the key components for the front collision specifically includes adopting an X-axis progressive deformation design to absorb energy in the front compartment area, and designing strength support in the passenger compartment to ensure the safety of the occupants.

[0054] The crew cabin structural design specifically includes using CAE simulation to match the overall deformation modes of RW and ODB conditions, in order to ensure effective support for the crew cabin under ODB conditions.

[0055] In this embodiment, the front collision multi-condition matching design specifically includes using CAE to perform multi-condition matching design, controlling the robustness of deformation in the early stage, then performing relevant detailed design and matching for the compatibility of MPDB condition, and then verifying RW and ODB conditions until MPDB, RW and ODB conditions are balanced together.

[0056] SOB-based optimized design is carried out, and reinforcement components are added to the body structure based on the MPDB, RW and ODB three-condition optimized design. The overall reinforcement components are packaged in the form of SOB condition package to meet the relevant SOB structural requirements in the passenger compartment.

[0057] In the multi-condition matching design of the front collision, the following steps are adopted to reduce the weight of key components: 1. In the multi-condition matching process, the strength matching of key components in the front compartment is carried out, that is, the optimal design of the bumper crossbeam, energy absorption box and longitudinal beam in terms of shape, material and thickness is carried out; 2. The lightweight design of key components in the passenger compartment is carried out, that is, the optimal design of the shape, material and thickness of A-pillar vertical plate, firewall reinforcement beam and floor longitudinal beam, etc.

[0058] In practice, since there is a conflict between the MPDB working condition and the RW and ODB working conditions, the design idea is to first ensure that the overall path deformation mode is consistent under the three working conditions.

[0059] When packaging the overall reinforcement components using the SOB working condition package format, differentiated development is carried out; in the process of front collision multi-working condition matching design, the lightweight optimization of key components must be considered at the same time. After the overall path matching optimization is completed, there is basically no room for lightweighting in the future.

[0060] Secondly, such as Figure 2 As shown, this invention provides a global vehicle collision safety front-end collision design model, including a competitor analysis unit and a development and design unit:

[0061] The competitive analysis unit is used to determine the performance, structural, and weight targets for global vehicle collision safety front-impact designs.

[0062] The development and design unit includes a front collision space design subunit, a vehicle collision path design subunit, a front collision key component design subunit, a passenger compartment structure design subunit, and a front collision multi-condition matching design subunit. Upon completion, a design scheme that meets global vehicle collision safety front collision design specifications is obtained.

[0063] In this embodiment, the competitor analysis unit is specifically used to determine the safety performance target requirements based on the market definition of the new platform vehicle, select competitor vehicles that meet the collision safety target requirements of the target market, and formulate weight targets for the new platform vehicle based on the weight and safety performance of the competitor vehicles, combined with the weight and safety performance of the company's previous models, and decompose the targets to the front collision structure design targets of the relevant market according to the safety target requirements.

[0064] In this embodiment, the front collision space design subunit is specifically used to use early conceptual design CAE software to verify the impact of space and path on RW and ODB conditions, so as to strive for collision space and ensure that the front collision transmission path is reasonable.

[0065] The layout of the braking system for left-hand or right-hand drive is designed during the initial layout of the collision space, the space from the powertrain to the vacuum booster or brake-by-wire system (onebox), the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate (Cross Car Beam, CCB).

[0066] In this embodiment, the vehicle collision path design subunit is specifically used to design the main path of the longitudinal beam, the shotgun path, and the subframe path to ensure the force transmission of the three paths in the front collision and the strength of the front lateral support.

[0067] In this embodiment, the front collision key component design subunit is specifically used to adopt an X-axis progressive deformation design to absorb energy in the front compartment area and to design strength support in the passenger compartment to ensure the safety of the occupants.

[0068] The crew cabin structural design sub-unit is specifically used to employ CAE simulation to match the overall deformation modes of RW and ODB conditions, in order to ensure effective support for the crew cabin under ODB conditions.

[0069] In this embodiment, the front collision multi-condition matching design subunit is specifically used to perform multi-condition matching design using CAE, control the robustness of deformation in the early stage, and then perform related detailed design and matching for the compatibility of MPDB condition, including the Y-direction strength and bending time of the front bumper crossbeam, the deformation sequence and deformation mode of the energy absorption box and longitudinal beam, the overall strength matching of the main longitudinal beam path and the shotgun path / subframe path, the deformation mode and deformation time matching, etc., and then perform RW and ODB condition verification until the MPDB, RW and ODB three conditions reach a balance.

[0070] SOB-based optimized design is carried out, and reinforcement components are added to the body based on the MPDB, RW and ODB three-condition optimized body. The overall reinforcement components are packaged in the form of SOB condition package to meet the relevant SOB structural requirements in the passenger compartment.

[0071] In the design of multi-condition matching of front collision, the key components are designed to be lightweight.

[0072] The present invention provides a one-to-one correspondence between a global vehicle collision safety front-end collision design model and a global vehicle collision safety front-end collision design method, which will not be described in detail here.

[0073] To enable those skilled in the art to better understand the present invention, the principles of the present invention are explained below in conjunction with the accompanying drawings:

[0074] A global vehicle collision safety frontal collision design method is described below, and the design process is as follows: Figure 1 :

[0075] Developing a new passenger car platform requires meeting the following criteria: China's 2021 C-NCAP five-star rating and the 2020 China Insurance Automotive Safety Index (C-IASI) occupant rating (G); Europe's 2020 Euro-NCAP five-star rating; Latin America's 2020 L-NCAP five-star rating; Australia's 2020 A-NCAP five-star rating; and ASEAN's 2021 ASEAN NCAP five-star rating. Considering the competitive landscape, we define the main technical competitors as "competitive vehicles." Analyzing these competitors and considering our company's weight trends, we define a weight target of A. Entering the new platform development and design phase, the first stage involves the preliminary layout phase. The SFE CONCEPT software in CAE is used to build a concept vehicle body. Initial layout data is then combined with alternative assemblies from other vehicle models for which data is currently unavailable to create a complete CAE vehicle. Trend verification is conducted based on the available collision space, ensuring continuous force transmission along each frontal collision path. Simultaneously, the layout of the right-hand drive braking system is considered, ensuring Level 2 space for the powertrain, vacuum booster, and onebox, and Level 7 space for the pedal mounting plate to the steering and CCB mounting plates. The second stage involves the design of the complete vehicle collision paths. Since the styling and layout meet the requirements, the platform design incorporates a three-path force transmission design: longitudinal beam path, shotgun path, and subframe path. The third and fourth points concern the design of key front-impact components and the passenger compartment structure. The overall front-impact path design involves the primary, secondary, and lower energy-absorbing boxes—front section of the longitudinal beam, front section of the shotgun, front section of the subframe side beam—rear section of the longitudinal beam, rear section of the shotgun, and rear section of the subframe side beam, with progressive deformation. The total energy absorption ratio in the front compartment area must meet h%. The h% requirement varies depending on the company's different vehicle models and frames. The front compartment area is defined to include the front bumper assembly, energy-absorbing box, longitudinal beam assembly, shotgun assembly, and subframe assembly. The passenger compartment must meet the requirement of not deducting points. CAE simulation matched the overall deformation modes of RW and ODB conditions. The passenger compartment ensures that the kickdown, A-pillar, and sill of the passenger compartment area remain unchanged in the ODB condition.The fifth stage is the multi-condition matching design for the front bumper. This stage relies on CAE for multi-condition matching design. Therefore, the design approach is to first ensure that the overall path of the MPDB (Multi-Conditional Damping) condition is consistent with the RW (Random Wing) and ODB (Obstruction of Deformation) conditions under all three conditions, and to verify robustness. Then, the compatibility of the MPDB condition is tested through detailed design and matching of related components such as the front bumper, energy-absorbing box, longitudinal beams, shotgun, and subframe side beams. This includes the Y-axis strength and bending time of the front bumper crossbeam, the deformation sequence and deformation mode of the energy-absorbing box and longitudinal beams, and the main longitudinal beam path. The overall strength matching of the diameter and shotgun path / subframe path, deformation mode and deformation time matching, etc., are then verified under RW and ODB conditions until the three conditions jointly achieve the safety target. After the front is matched, SOB condition optimization is carried out to meet the relevant structural requirements of the passenger compartment SOB. Based on the passenger compartment optimized by ODB, reinforcement plates for the lower A-pillar, upper A-pillar, and sill are added as SOB condition packages for differentiated development, and the lightweight optimization of key components is considered to achieve the safety target of each condition with the least weight.

[0076] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A global vehicle collision safety forward collision design method, characterized in that, The method includes: Conduct competitive analysis to determine the performance, structural, and weight targets for global vehicle collision safety front-end collision designs; After completing the competitive analysis, the front collision space design, vehicle collision path design, front collision key component design, passenger compartment structure design, and front collision multi-condition matching design were carried out in sequence to obtain a design scheme that meets the global vehicle collision safety front collision design specifications. The front collision space design includes using computer-aided engineering (CAE) conceptual design software from the early conceptual design phase to verify the impact of space and path on the RW and ODB conditions, in order to gain collision space and ensure that the front collision transfer path meets the requirements. When designing the collision space in the early stages, design the layout of the left-hand or right-hand braking system, the space from the powertrain to the vacuum booster or brake-by-wire system, the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate of the vehicle's dashboard crossbeam. The vehicle collision path design includes: Front collision path design and matching, specifically including the design and matching of longitudinal beam main path, shotgun path and subframe path; The front lateral support strength design specifically includes the design of the Y-direction support strength of the main front bumper crossbeam and the Y-direction support strength of the lower bumper crossbeam; The design of key components for the frontal collision specifically includes adopting an X-axis progressive deformation design to absorb energy in the front compartment area; The crew cabin structural design specifically includes using CAE simulation to match the overall deformation modes under RW and ODB conditions; The front collision multi-condition matching design specifically includes the following steps: using CAE to perform multi-condition matching design, controlling the robustness of deformation in the early stage, then designing and matching the relevant details of MPDB condition compatibility, and then verifying RW and ODB conditions until MPDB, RW and ODB conditions are balanced. SOB-based optimized design is carried out, and reinforcement components are added to the body structure based on the MPDB, RW and ODB three-condition optimized design. The overall reinforcement components are packaged in the form of SOB condition package to meet the relevant SOB structural requirements in the passenger compartment. In the multi-condition matching design of the front collision, a lightweighting step for key components is adopted, which specifically includes: strength matching of key components in the front compartment during the multi-condition matching process, namely, design of the shape, material and thickness of the bumper crossbeam, energy absorption box and longitudinal beam; lightweight design of key components in the passenger compartment, namely, design of the shape, material and thickness of the A-pillar vertical plate, firewall reinforcement beam and floor longitudinal beam.

2. The global vehicle collision safety front-end collision design method according to claim 1, characterized in that, Competitive analysis includes determining safety performance targets based on the market definition of the new platform vehicle, selecting competitor vehicles that meet the collision safety targets of the target market, analyzing the layout, structural frame and key component cross-sections of competitor vehicles, and combining the weight and safety performance of the company's previous models, setting weight targets for the new platform vehicle based on the lightweighting coefficient, and decomposing the targets to the front collision structural design targets of the relevant markets according to the safety requirements.

3. A global vehicle collision safety front-end collision design model, characterized in that, This includes a competitor analysis unit and a development and design unit: The competitive analysis unit is used to determine the performance, structural, and weight targets for global vehicle collision safety front-impact designs. The development and design unit is used to sequentially carry out front collision space design, whole vehicle collision path design, front collision key component design, passenger compartment structure design, and front collision multi-condition matching design after competitive analysis, so as to obtain a design scheme that meets the global vehicle collision safety front collision design specifications. The front collision space design includes using computer-aided engineering (CAE) conceptual design software from the early conceptual design phase to verify the impact of space and path on the RW and ODB conditions, in order to gain collision space and ensure that the front collision transfer path meets the requirements. When designing the collision space in the early stages, design the layout of the left-hand or right-hand braking system, the space from the powertrain to the vacuum booster or brake-by-wire system, the space from the pedal mounting plate to the steering system motor or mounting plate, and the space from the pedal mounting plate to the CCB mounting plate of the vehicle's dashboard crossbeam. The vehicle collision path design includes: Front collision path design and matching, specifically including the design and matching of longitudinal beam main path, shotgun path and subframe path; The front lateral support strength design specifically includes the design of the Y-direction support strength of the main front bumper crossbeam and the Y-direction support strength of the lower bumper crossbeam; The design of key components for the frontal collision specifically includes adopting an X-axis progressive deformation design to absorb energy in the front compartment area; The crew cabin structural design specifically includes using CAE simulation to match the overall deformation modes under RW and ODB conditions; The front collision multi-condition matching design specifically includes the following steps: using CAE to perform multi-condition matching design, controlling the robustness of deformation in the early stage, then designing and matching the relevant details of MPDB condition compatibility, and then verifying RW and ODB conditions until MPDB, RW and ODB conditions are balanced. SOB-based optimized design is carried out, and reinforcement components are added to the body structure based on the MPDB, RW and ODB three-condition optimized design. The overall reinforcement components are packaged in the form of SOB condition package to meet the relevant SOB structural requirements in the passenger compartment. In the multi-condition matching design of the front collision, a lightweighting step for key components is adopted, which specifically includes: strength matching of key components in the front compartment during the multi-condition matching process, namely, design of the shape, material and thickness of the bumper crossbeam, energy absorption box and longitudinal beam; lightweight design of key components in the passenger compartment, namely, design of the shape, material and thickness of the A-pillar vertical plate, firewall reinforcement beam and floor longitudinal beam.

4. The global vehicle collision safety front-end collision design model according to claim 3, characterized in that, The competitor analysis unit is used for: Based on the market definition of the new platform vehicle, safety performance targets are determined, and competing vehicles that meet the collision safety targets of the target market are selected. By analyzing the layout, structural frame and key component cross-sections of the competing vehicles, and combining the weight and safety performance of the company's previous models, weight targets are set for the new platform vehicle based on the lightweighting coefficient. Based on the safety target requirements, the targets are decomposed into the front collision structural design targets of the relevant markets.

Images