Lightweight design method and device for body secondary system, vehicle and medium

Abstract

The application relates to the technical field of automobile research and development, and discloses a lightweight design method and device for a vehicle body secondary system, a vehicle and a medium, the method comprising the following steps: determining vehicle body data of a target vehicle, including a vehicle energy type, a vehicle body size and a crash performance level; calculating a target weight of a vehicle body secondary system of the target vehicle based on the vehicle body data, the vehicle body secondary system comprising a lower vehicle body welding assembly, a side wall welding assembly and a roof welding assembly; judging whether the target weight corresponding to each vehicle body secondary system in the target weight meets preset lightweight requirements; when the target weight corresponding to any vehicle body secondary system does not meet the preset lightweight requirements, optimizing the corresponding vehicle body secondary system of the target vehicle until the target weights corresponding to all the vehicle body secondary systems all meet the preset lightweight requirements. The application realizes reasonable distribution of the vehicle body weight, reduces resource use and control costs, improves the lightweight design effect of the vehicle body, and effectively enhances the lightweight control degree of the vehicle body.

Description

Technical Field

[0001] This invention relates to the field of automotive R&D technology, specifically to lightweight design methods, devices, vehicles, and media for secondary vehicle body systems. Background Technology

[0002] With the continued rapid growth in car ownership, users have increasingly higher requirements for vehicle safety, and the pace of vehicle iteration is accelerating. At the same time, based on factors such as fuel consumption and vehicle manufacturing costs, there are continuous requirements to reduce the weight of vehicle bodies, making vehicle lightweighting an inevitable development trend.

[0003] Currently, the automotive industry's lightweight design primarily focuses on controlling the overall weight of the vehicle or the body-in-white to achieve vehicle weight reduction. Specifically, the vehicle includes the powertrain, electrical system, chassis system, and body system; the body-in-white refers to the assembly of body structural components and body panels, including fenders, hood, trunk lid, and doors, but excluding accessories and trim pieces—the unpainted body section. Specifically, it comprises seven major assemblies: engine compartment, front bulkhead, floor, side panels, roof, rear bulkhead, and fenders.

[0004] However, existing automotive lightweighting technologies treat the vehicle body weight as a whole during project development, thus controlling and issuing weight targets without further refined target control for secondary vehicle systems. For certain special development needs, such as when an automaker wants to optimize the project development cycle while simultaneously requiring comprehensive vehicle performance verification, they often adopt a body-first approach. This easily leads to over-performance in the initial stages, causing the final body-in-white weight to exceed the project's expected target, increasing development costs and wasting resources. Therefore, achieving lightweight design through overall vehicle weight has problems such as unreasonable weight distribution, easy resource waste, and increased development costs. Furthermore, existing vehicle lightweighting technologies ignore the impact of collision conditions on vehicle lightweighting, resulting in poor lightweighting design effects and severely impacting the degree of vehicle lightweighting. Summary of the Invention

[0005] In view of this, the present invention provides a lightweight design method, device, vehicle and medium for the secondary system of the vehicle body, in order to solve the problems of unreasonable weight distribution, waste of resources, high control costs and poor effect in the existing vehicle body lightweight design mentioned in the above technical background, and the difficulty in achieving effective control of vehicle body lightweighting.

[0006] In a first aspect, the present invention provides a lightweight design method for a vehicle body secondary system, the method comprising:

[0007] Determine the vehicle body data of the target vehicle, including the vehicle's energy type, body size, and crash performance rating;

[0008] The target weight of the secondary body system of the target vehicle is calculated based on the vehicle body data. The secondary body system includes the lower body welded assembly, the side wall welded assembly and the roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side wall welded assembly and the target weight of the roof welded assembly.

[0009] Determine whether the target weight of each secondary system in the vehicle body meets the preset lightweighting requirements.

[0010] If the target weight of any secondary body system does not meet the preset lightweighting requirements, the corresponding secondary body system of the target vehicle will be optimized until the target weight of all secondary body systems meets the preset lightweighting requirements.

[0011] This invention calculates the target weights of the lower body welded assembly, side panel welded assembly, and roof welded assembly corresponding to the secondary body systems based on data such as the vehicle's energy type, body size, and collision performance level. It then determines whether the target weight of each secondary body system meets the preset lightweighting requirements. If the target weight of any secondary body system fails to meet the preset lightweighting requirements, the corresponding secondary body system is optimized until the target weights of all secondary body systems meet the preset lightweighting requirements. This overcomes the problems of unreasonable weight distribution in overall vehicle lightweighting design, which leads to resource waste and high development costs. By implementing a reasonable weight distribution through the secondary body systems, it significantly reduces resource waste and improves the effectiveness and efficiency of lightweight body design.

[0012] In one optional implementation, the target weight of the lower body welded assembly is calculated based on vehicle body data, including:

[0013] The first full vehicle projection area corresponding to the first preset plane is determined based on the vehicle body size;

[0014] Based on the vehicle energy type, the corresponding first area coefficient is selected from the first preset area coefficient. The first preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the lower body welded assembly to the projected area of ​​the whole vehicle corresponding to the first preset plane of multiple vehicles with different energy types.

[0015] The first area of ​​the lower vehicle body welded assembly is calculated based on the first projected area of ​​the first vehicle and the first area coefficient.

[0016] Based on the collision performance level, the corresponding first surface density coefficient is selected from the first preset surface density coefficient. The first preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the lower body welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the lower body welded assembly of the vehicle corresponding to the first preset plane.

[0017] Multiplying the first area and the first surface density coefficient yields the target weight of the lower body welded assembly of the target vehicle.

[0018] This invention determines the first projected area and the first area coefficient of the vehicle based on the vehicle body size and the vehicle energy type, calculates the first area of ​​the lower body welded assembly based on these, and selects the first surface density coefficient corresponding to the collision performance level. The first area and the first surface density coefficient are multiplied to obtain the target weight of the lower body welded assembly. This invention can solve the target weight of the secondary system of the vehicle body according to the collision conditions, which not only ensures the accuracy of the target weight calculation, but also helps to improve the rationality of the vehicle body weight distribution and achieve effective control of vehicle body lightweighting.

[0019] In one alternative implementation, calculating the target weight of the side panel welded assembly based on vehicle body data includes:

[0020] The second full vehicle projection area corresponding to the second preset plane is determined based on the vehicle body size;

[0021] The vehicle type of the target vehicle is determined, and the corresponding second area coefficient is selected from the second preset area coefficient based on the vehicle type. The second preset area coefficient is determined based on the statistical average of the ratio of the side wall welded assembly projection area to the whole vehicle projection area corresponding to the second preset plane of multiple different vehicle types.

[0022] The second area of ​​the side panel welding assembly is calculated based on the second vehicle projection area and the second area coefficient.

[0023] The second preset surface density coefficient is selected from the second preset surface density coefficient based on the vehicle energy type and collision performance level. The second preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the side welded assembly of multiple vehicles with different energy types and collision performance levels to the projected area of ​​the side welded assembly of the vehicle in the second preset plane.

[0024] The target weight of the side wall welded assembly of the target vehicle is calculated based on the second area and the second surface density coefficient.

[0025] This invention determines the second projected area and the second area coefficient of the vehicle based on the vehicle body size and the vehicle energy type, calculates the second area of ​​the side panel welded assembly based on these coefficients, and selects the second surface density coefficient corresponding to the vehicle energy type and collision performance level. Based on the second area and the second surface density coefficient, the target weight of the side panel welded assembly is then calculated. This invention can take into account the collision conditions to solve the target weight of the vehicle body's secondary systems, which not only ensures the accuracy of the target weight calculation but also helps to improve the rationality of the vehicle body weight distribution and enhance the design effect of vehicle body lightweighting.

[0026] In one alternative implementation, calculating the target weight of the roof weld assembly based on vehicle body data includes:

[0027] The third full-vehicle projection area of ​​the target vehicle corresponding to the first preset plane is determined based on the vehicle body size.

[0028] Based on the vehicle energy type, the corresponding third area coefficient is selected from the third preset area coefficient. The third preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the roof welding assembly to the projected area of ​​the whole vehicle corresponding to the first preset plane of multiple vehicles with different energy types.

[0029] The third area of ​​the roof welding assembly is calculated based on the third vehicle projection area and the three area coefficients;

[0030] The third preset surface density coefficient is selected from the third preset surface density coefficient based on the collision performance level. The third preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the roof welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the roof welded assembly of the vehicle corresponding to the first preset plane.

[0031] Multiplying the third area and the third surface density coefficient yields the target weight of the roof welded assembly of the target vehicle.

[0032] This invention determines the third projected area and the third area coefficient of the vehicle based on the vehicle body size and the vehicle energy type, calculates the third area of ​​the roof welding assembly based on these, and selects the third surface density coefficient corresponding to the collision performance level. The third area and the third surface density coefficient are multiplied to obtain the target weight of the roof welding assembly. This invention can take into account the collision conditions to solve the target weight of the vehicle body secondary system, ensure the accuracy of the target weight calculation, improve the rationality of the vehicle body weight distribution, and reduce resource waste and the development cost of vehicle body lightweighting.

[0033] In one optional implementation, when the secondary body system is a welded assembly of the lower body, determining whether the target weight corresponding to each secondary body system meets the preset lightweighting requirements includes:

[0034] Obtain the first design area and first design weight of the lower body welded assembly of the secondary body system of the target vehicle;

[0035] Calculate the first design surface density coefficient based on the first design area and the first design weight;

[0036] Extract the first surface density coefficient from the first target weight of the target weight;

[0037] Subtract the first surface density coefficient from the first design surface density coefficient to obtain the first difference value;

[0038] Determine whether the first design surface density coefficient is greater than the first surface density coefficient, and whether the first difference meets the preset deviation range of the lower vehicle body surface density coefficient;

[0039] When the first design surface density coefficient is greater than the first surface density coefficient and the first difference does not meet the preset deviation range of the lower body surface density coefficient, it is determined that the target weight of the lower body welded assembly of the target vehicle does not meet the preset lightweight requirements.

[0040] When the first design surface density coefficient is not greater than the first surface density coefficient and the first difference meets the preset deviation range of the lower body surface density coefficient, the target weight of the lower body welded assembly of the target vehicle is determined to meet the preset lightweight requirements.

[0041] This invention determines whether the target weight of the lower body welded assembly meets the preset lightweighting requirements by calculating the first difference of the areal density coefficient corresponding to the design of the lower body welded assembly, and by using the relationship between the first design areal density coefficient of the lower body welded assembly and its actual corresponding first areal density coefficient, as well as the relationship between the first difference and the preset deviation range of the lower body areal density coefficient. This ensures the accurate determination of the target weight of the lower body welded assembly, thereby effectively enhancing the control of vehicle body lightweighting.

[0042] In one optional implementation, when the secondary body system is a side panel welded assembly, determining whether the target weight corresponding to each secondary body system meets the preset lightweighting requirements includes:

[0043] Obtain the second design area and second design weight of the side wall welded assembly of the secondary body system of the target vehicle;

[0044] Calculate the second design surface density coefficient based on the second design area and the second design weight;

[0045] Extract the second surface density coefficient from the second target weight of the target weight;

[0046] Subtract the second surface density coefficient from the second design surface density coefficient to obtain the second difference value;

[0047] Determine whether the second design surface density coefficient is greater than the second surface density coefficient, and whether the second difference meets the preset deviation range of the side surface density coefficient;

[0048] When the second design surface density coefficient is greater than the second surface density coefficient and the second difference does not meet the preset deviation range of the side surface density coefficient, it is determined that the target weight of the side welding assembly of the target vehicle does not meet the preset lightweighting requirements.

[0049] When the second design surface density coefficient is not greater than the second surface density coefficient and the second difference meets the preset deviation range of the side surface density coefficient, the target weight of the side welded assembly of the target vehicle is determined to meet the preset lightweight requirements.

[0050] This invention determines whether the target weight of the side wall welded assembly meets the preset lightweighting requirements by calculating the second difference of the areal density coefficient corresponding to the design of the side wall welded assembly, and by using the relationship between the second design areal density coefficient of the side wall welded assembly and its actual corresponding second areal density coefficient, as well as the relationship between the second difference and the preset deviation range of the side wall areal density coefficient. This ensures the accurate determination of the target weight of the side wall welded assembly and greatly improves the lightweighting design effect of the vehicle body.

[0051] In one optional implementation, when the secondary vehicle body system is a roof welded assembly, determining whether the target weight corresponding to each secondary vehicle body system meets the preset lightweighting requirements includes:

[0052] Obtain the third design area and third design weight of the roof welding assembly of the secondary body system of the target vehicle;

[0053] Calculate the surface density coefficient of the third design based on the third design area and the third design weight;

[0054] Extract the third surface density coefficient from the third target weight of the target weight;

[0055] Subtract the third surface density coefficient from the third design surface density coefficient to obtain the third difference value;

[0056] Determine whether the third design surface density coefficient is greater than the third surface density coefficient, and whether the third difference meets the preset deviation range of the top cover surface density coefficient;

[0057] When the third design surface density coefficient is greater than the third surface density coefficient and the third difference does not meet the preset top cover surface density coefficient deviation range, it is determined that the target weight of the target vehicle's top cover welded assembly does not meet the preset lightweighting requirements.

[0058] When the third design surface density coefficient is not greater than the third surface density coefficient and the third difference meets the preset deviation range of the top surface density coefficient, the target weight of the top welding assembly of the target vehicle is determined to meet the preset lightweight requirements.

[0059] This invention determines whether the target weight of the roof welding assembly meets the preset lightweighting requirements by calculating the third difference of the areal density coefficient corresponding to the design of the roof welding assembly, and by using the relationship between the third design areal density coefficient of the roof welding assembly and its actual corresponding third areal density coefficient, as well as the relationship between the third difference and the preset deviation range of the roof areal density coefficient. This ensures the accurate determination of the target weight of the roof welding assembly and achieves effective control of vehicle body lightweighting.

[0060] In one optional implementation, when the target weight corresponding to any secondary body system does not meet the preset lightweighting requirements, the corresponding secondary body system of the target vehicle is optimized, including:

[0061] Among the target weights corresponding to all secondary body systems, the optimized target weights that do not meet the preset lightweighting requirements are determined. The optimized target weights include at least one of the optimized target weights of the lower body welded assembly, the side wall welded assembly, and the roof welded assembly.

[0062] The secondary body system to be optimized for the target vehicle is determined based on the target weight.

[0063] The secondary system of the vehicle body to be optimized is optimized based on preset optimization parameters, which include at least one of the body structure, body materials and their configuration.

[0064] This invention optimizes the parameters of at least one body structure, body material and its configuration for secondary body systems that do not meet preset lightweight requirements. This enables reasonable allocation of body weight, reduces resource usage costs, and helps improve the design effect and control of lightweight body.

[0065] Secondly, the present invention provides a lightweight control device for a vehicle body secondary system, the device comprising:

[0066] The determination module is used to determine the vehicle body data of the target vehicle, including the vehicle's energy type, body size, and crash performance rating.

[0067] The calculation module is used to calculate the target weight of the secondary body system of the target vehicle based on the vehicle body data. The secondary body system includes the lower body welded assembly, the side wall welded assembly and the roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side wall welded assembly and the target weight of the roof welded assembly.

[0068] The judgment module is used to determine whether the target weight of each secondary system of the vehicle body meets the preset lightweighting requirements.

[0069] The optimization module is used to optimize the corresponding secondary body system of the target vehicle when the target weight of any secondary body system does not meet the preset lightweighting requirements, until the target weight of all secondary body systems meets the preset lightweighting requirements.

[0070] The lightweight control device for the secondary body system of the present invention can overcome the problem of unreasonable weight distribution in the lightweight design of the whole vehicle, which leads to resource waste and high development costs. By optimizing the design of the secondary body system, which includes the lower body welding assembly, the side wall welding assembly and the roof welding assembly, a reasonable distribution of body weight can be achieved, greatly reducing resource waste and improving the effect and efficiency of lightweight body design.

[0071] Thirdly, the present invention provides a vehicle, the vehicle including a controller, the controller including a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform a lightweight design method for a secondary vehicle body system as described in the first aspect or any corresponding embodiment.

[0072] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute a lightweight design method for a vehicle body secondary system as described in the first aspect or any corresponding embodiment thereof.

[0073] The present invention provides a lightweight design method and apparatus for secondary vehicle body systems. Based on data such as the vehicle's energy type, body dimensions, and collision performance rating, the method calculates the target weights of the lower body welded assembly, side panel welded assembly, and roof welded assembly corresponding to the secondary vehicle body systems. It then determines whether the target weight of each secondary body system meets preset lightweighting requirements. If the target weight of any secondary body system does not meet the preset lightweighting requirements, the corresponding secondary body system is optimized until the target weights of all secondary body systems meet the preset lightweighting requirements. This method overcomes the problems of unreasonable weight distribution, resource waste, and high development costs in overall vehicle weight lightweighting design. Through lightweight design of the secondary body systems, it achieves a reasonable allocation of vehicle body weight, significantly reducing resource waste and development costs, and improving the efficiency of lightweight vehicle body design. Attached Figure Description

[0074] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific 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 from these drawings without creative effort.

[0075] Figure 1 This is a flowchart illustrating a lightweight design method for a vehicle body secondary system according to an embodiment of the present invention.

[0076] Figure 2 This is a flowchart illustrating another lightweight design method for a vehicle body secondary system according to an embodiment of the present invention.

[0077] Figure 3 This is a diagram showing the dimensions of the car rack;

[0078] Figure 4 This is a boundary diagram of the lower body welding assembly;

[0079] Figure 5 This is a schematic diagram of the boundary of the side panel welding assembly;

[0080] Figure 6 This is a boundary diagram of the top cover welding assembly;

[0081] Figure 7 This is a flowchart illustrating another lightweight design method for a vehicle body secondary system according to an embodiment of the present invention.

[0082] Figure 8 This is a structural block diagram of a lightweight control device for a vehicle body secondary system according to an embodiment of the present invention;

[0083] Figure 9 This is a schematic diagram of the structure of the vehicle controller according to an embodiment of the present invention. Detailed Implementation

[0084] 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.

[0085] This invention provides an embodiment of a lightweight design method for a vehicle body secondary system. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0086] This embodiment provides a lightweight design method for secondary vehicle body systems. Figure 1 This is a flowchart illustrating a lightweight design method for secondary vehicle body systems according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0087] Step S101: Determine the vehicle body data of the target vehicle, including the vehicle energy type, body size and crash performance level.

[0088] In this embodiment, the specific method for obtaining the vehicle body data corresponding to the target vehicle is not limited, and is determined based on conventional data collection methods in the field. It should be noted that the specific content of the vehicle energy type, body size, and collision performance level in this embodiment is not limited, and is adapted based on actual project needs. For example, the vehicle energy type includes fuel vehicles, electric vehicles, or hybrid vehicles; body size, also known as vehicle dimensions, includes wheelbase, front overhang length, rear overhang length, width, height, and length; collision performance level includes regulations, C-NCAP (China-New Car Assessment Program), Euro-NCAP (European New Car Assessment Program), or China Insurance Research Institute (C-IASI) crash tests. Among them, NCAP, or New Car Assessment Program, is used to evaluate the crashworthiness and other safety levels of vehicles, and directly publishes the test results to the public. It is generally initiated by local government departments or automotive industry associations, selecting best-selling models in the region and randomly purchased vehicles from the market to conduct tests on the prescribed items, and then publishing the test results to consumers. Since only vehicles of the same class can be compared in terms of test results, NCAP classifies vehicles into different classes based on factors such as mass and conducts different forms and types of crash tests. The above content is only for illustrative purposes.

[0089] Step S102: Calculate the target weight of the secondary body system of the target vehicle based on the vehicle body data. The secondary body system includes the lower body welded assembly, the side wall welded assembly, and the roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side wall welded assembly, and the target weight of the roof welded assembly.

[0090] In this embodiment, the lower body welding assembly consists of various assemblies including the engine compartment, front bulkhead, floor, and rear bulkhead. It should be noted that the vehicle's secondary body systems correspond to different vehicle locations in this embodiment, therefore, calculating their corresponding target weight requires obtaining different vehicle body data.

[0091] Step S103: Determine whether the target weight of each secondary system of the vehicle body meets the preset lightweighting requirements.

[0092] In this embodiment, the specific content of the preset lightweighting requirements is not limited and can be selected adaptively based on actual needs. For example, preset lightweighting requirements may include vehicle body lightweighting coefficient, vehicle body surface density coefficient, vehicle body lightweighting error range, etc., which are only used as examples.

[0093] Step S104: When the target weight of any secondary body system does not meet the preset lightweighting requirements, optimize the corresponding secondary body system of the target vehicle until the target weight of all secondary body systems meets the preset lightweighting requirements.

[0094] The lightweight design method for the secondary vehicle body system of this invention can overcome the problems of unreasonable weight distribution in the overall vehicle weight lightweight design, which leads to resource waste and high development costs. By achieving reasonable weight distribution of the vehicle body through the secondary vehicle body system, resource waste is greatly reduced and the effect and efficiency of vehicle body lightweight design are improved.

[0095] This embodiment provides a lightweight design method for secondary vehicle body systems. Figure 2 This is a flowchart illustrating another lightweight design method for a secondary vehicle body system according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0096] Step S201: Determine the vehicle body data of the target vehicle, including vehicle energy type, body dimensions, and crash performance rating. For details, please refer to [link to relevant documentation]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0097] Step S202: Calculate the target weight of the secondary body system of the target vehicle based on the vehicle body data. The secondary body system includes the lower body welded assembly, the side wall welded assembly, and the roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side wall welded assembly, and the target weight of the roof welded assembly.

[0098] In this embodiment, the target weight of the lower body welded assembly is calculated based on vehicle body data, including:

[0099] Step A1: Determine the first total vehicle projection area of ​​the target vehicle corresponding to the first preset plane based on the vehicle body size.

[0100] In practical applications, based on the overall vehicle structural features and the corresponding body position of the lower body welded assembly, the first preset plane in this embodiment is the xy plane formed by the X-axis and Y-axis in the vehicle coordinate system. It should be noted that the vehicle coordinate system is a special moving coordinate system used to describe the motion of a car; its origin coincides with the center of mass. When the vehicle is stationary on a horizontal road surface, the X-axis is parallel to the ground and points forward of the vehicle, the Z-axis passes through the center of mass of the car and points upward, and the Y-axis points to the left of the driver.

[0101] In this embodiment, the vehicle dimensions include the vehicle length and the vehicle width. Multiplying the vehicle length and the vehicle width gives the projected area of ​​the entire vehicle in the xy plane, which is the first projected area of ​​the entire vehicle.

[0102] In one specific embodiment, Figure 3 This is a diagram showing the dimensions of the car rack. Figure 4 This is a boundary diagram of the lower body welded assembly. Figure 3 It can be seen that the vehicle dimensions include wheelbase L1, front overhang length L2, rear overhang length L3, body length L, vehicle height H, and vehicle width W, where the unit of each dimension is mm. Therefore, the projected area S1 of the entire vehicle in the xy plane is: S1 = body length L × vehicle width W; see reference Figure 4 Determine the projected area S of the lower body welding assembly in the xy plane.

[0103] Step A2: Select the corresponding first area coefficient from the first preset area coefficients based on the vehicle energy type. The first preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the lower body welding assembly to the projected area of ​​the whole vehicle corresponding to the first preset plane for multiple vehicles with different energy types.

[0104] In this embodiment, based on the structural characteristics of the lower body, the ratio of the projected area of ​​the welded assembly of the lower body in the xy plane to the projected area of ​​the entire vehicle in the xy plane is called the effective area coefficient of the lower body, i.e., the first area coefficient. In practical applications, since both hybrid vehicles and gasoline vehicles have power systems arranged in the front suspension, the spatial difference between the two types of vehicles is not significant. In this embodiment, the effective area coefficient of the hybrid vehicle is considered to be consistent with that of the gasoline vehicle. Therefore, the energy category of the vehicle under development can be divided into gasoline vehicles and electric vehicles.

[0105] In one specific embodiment, the process of determining the effective area coefficient e of the lower body includes: the ratio of the projected area Slow of the lower body welded assembly in the xy plane to the projected area S1 of the whole vehicle in the xy plane is called the effective area coefficient e of the lower body. Considering that the energy categories corresponding to the models under development are fuel vehicles and electric vehicles, the statistical average value of the effective area coefficient e of the lower body is obtained through big data statistics, that is, the effective area coefficient e of the lower body is expressed as: e = 1 / n∑(Slow1 / S11 + Slow2 / S12 + ... + Slown / S1n), where Slow1 is the projected area of ​​the lower body welded assembly of the first vehicle in the statistics in the xy plane, S11 is the projected area of ​​the whole vehicle of the first vehicle in the statistics in the xy plane, n represents the number of vehicles in the statistics, and so on, and e is the statistical average value obtained from big data statistics. Specifically, the specific situation of the effective area coefficient of the lower body of fuel vehicles and electric vehicles is shown in Table 1.

[0106] Table 1

[0107] gasoline cars electric vehicles Effective area coefficient of the lower body e1 e2

[0108] It should be noted that the specific values ​​of the effective area coefficients e1 and e2 of the undercarriage in Table 1 are all set based on actual statistical results.

[0109] A3, the first area of ​​the vehicle body welded assembly is calculated based on the first projected area of ​​the vehicle body and the first area coefficient.

[0110] In this embodiment, the first area of ​​the lower body welded assembly is obtained by multiplying the first projected area of ​​the vehicle body by the first area coefficient.

[0111] In one specific embodiment, the first area of ​​the lower body welding assembly is determined as: S_lower = S1 × e.

[0112] Step A4: Select the corresponding first surface density coefficient from the first preset surface density coefficients based on the collision performance level. The first preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the lower body welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the lower body welded assembly of the vehicle corresponding to the first preset plane.

[0113] It should be noted that for the body-in-white of a car, different crash performance levels require different measures in the design of the body structure and the selection of materials, so the corresponding weight distribution is also different.

[0114] In this embodiment, the surface density coefficient of the lower body welding assembly, that is, the first preset surface density coefficient, is determined according to the statistical average value corresponding to the ratio of the weight of the lower body of different vehicles to the projected area of the corresponding lower body welding assembly in the xy plane, respectively, for different collision performance levels. Among them, the collision performance levels can include collision tests corresponding to regulations, C-NCAP, and CIASI.

[0115] In a specific embodiment, the process for determining the surface density coefficient α of the lower body welding assembly includes: obtaining the statistical average value of the surface density coefficient α of the lower body welding assembly through big data statistics, that is, the surface density coefficient α of the lower body welding assembly is expressed as: α = 1 / n∑(M lower1 / S lower1 + M lower2 / S lower2 +.... + M lowern / S lowern), where M lower1 is the weight of the lower body welding assembly of the first vehicle counted, S lower1 is the projected area of the lower body welding assembly of the first vehicle counted in the xy plane, n represents the number of vehicles counted, and so on. α is the statistical average value obtained through big data statistics. Specifically, select the corresponding surface density coefficient of the lower body according to different collision performance levels (regulations, C-NCAP, and CIASI). The specific situation of the surface density coefficient of the lower body is shown in Table 2.

[0116] Table 2

[0117] Regulations C-NCAP China Insurance Research Institute Subsurface density coefficient α1 α2 α3

[0118] It should be noted that the specific values of the surface density coefficients α1, α2, and α3 of the lower body in Table 2 are all set based on actual statistical results.

[0119] Step A5, multiply the first area by the first surface density coefficient to obtain the target weight of the lower body welding assembly of the target vehicle.

[0120] In a specific embodiment, it is confirmed that the target weight of the lower body welding assembly is M lower = S lower × α.

[0121] In the embodiment of the present invention, by respectively determining the first vehicle projection area and the first area coefficient according to the body size and vehicle energy type, calculating the first area of the lower body welding assembly based on them, and considering the corresponding screening of the first surface density coefficient according to the collision performance level, multiplying the first area by the first surface density coefficient to obtain the target weight of the lower body welding assembly, it is possible to consider the collision conditions to solve the target weight of the vehicle body secondary system. This not only ensures the calculation accuracy of the target weight but also helps to improve the rationality of the vehicle body weight distribution and achieve effective control of vehicle body lightweighting.

[0122] In this embodiment, calculating the target weight of the side wall welding assembly based on the body data includes:

[0123] Step B1: Determine the second total vehicle projection area of ​​the target vehicle corresponding to the second preset plane based on the vehicle body size.

[0124] In this embodiment, based on the structural features of the vehicle and the body position corresponding to the side welding assembly, the second preset plane in this embodiment is the xz plane formed by the X-axis and Z-axis in the vehicle coordinate system.

[0125] In this embodiment, the vehicle body dimensions include wheelbase and vehicle height. Multiplying the wheelbase and vehicle height yields the projected area of ​​the entire vehicle in the xz plane, which is the second projected area of ​​the entire vehicle.

[0126] In one specific embodiment, Figure 5 This is a boundary diagram of the side panel welding assembly. (See attached diagram.) Figure 3 and Figure 5 The projected area S2 of the whole vehicle in the xz plane is: S1 = wheelbase L1 × vehicle height H; determine the projected area S of the side wall welding assembly in the xz plane.

[0127] Step B2: Determine the vehicle type of the target vehicle, and select the corresponding second area coefficient from the second preset area coefficient based on the vehicle type. The second preset area coefficient is determined based on the statistical average of the ratio of the side wall welded assembly projection area to the whole vehicle projection area of ​​multiple different vehicle types on the second preset plane.

[0128] In this embodiment, based on the structural characteristics of the side panel, the ratio of the projected area of ​​the side panel welded assembly in the xz plane to the projected area of ​​the entire vehicle in the xz plane is called the effective area coefficient of the side panel, i.e., the second area coefficient. In practical applications, the projected area of ​​the side panel welded assembly in the xz plane varies depending on the vehicle type. Vehicle types can be categorized as sedans, SUVs (Sport Utility Vehicles), and MPVs (multi-Purpose Vehicles), but this is only an example and not intended to be limiting.

[0129] In one specific embodiment, the process of determining the effective side panel area coefficient f includes: the ratio of the projected area S_side of the side panel welded assembly on the xz plane to the projected area S_1 of the whole vehicle on the xz2 plane is called the effective side panel area coefficient f. The statistical average of the effective side panel area coefficient f is obtained through big data statistics, i.e., the effective side panel area coefficient f is expressed as: f = 1 / n∑(S_side1 / S_21 + S_side2 / S_22 + ... + S_siden / S_2n), where S_side1 is the projected area of ​​the side panel welded assembly of the first vehicle being counted on the xz plane, S_21 is the projected area of ​​the whole vehicle of the first vehicle being counted on the xz plane, n represents the number of vehicles counted, and so on, f is the statistical average obtained from big data statistics. Since the projected area S_side of the side panel welded assembly on the xz plane varies depending on different vehicle types, this embodiment considers three vehicle types: sedan, SUV, and MPV, and divides f into three types according to them. It should be noted that the vehicle categories are not limited to these three. Further refinement based on market demand can be implemented, and vehicle categories can be continuously expanded. Specifically, the effective side area coefficients for different vehicle categories are shown in Table 3.

[0130] Table 3

[0131] MPV SUV car Effective area coefficient of side wall f1 f2 f3

[0132] It should be noted that the specific values ​​of the effective area coefficients f1, f2 and f3 of the side walls in Table 3 are all set based on actual statistical results.

[0133] Step B3: Calculate the second area of ​​the side panel welded assembly based on the second vehicle projected area and the second area coefficient.

[0134] In this embodiment, the second area of ​​the side panel weld assembly is obtained by multiplying the second vehicle projection area and the second area coefficient.

[0135] In one specific embodiment, the second area of ​​the side welding assembly is determined as: S_side = S2 × f.

[0136] Step B4: Select the corresponding second surface density coefficient from the second preset surface density coefficient based on the vehicle energy type and collision performance level. The second preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the side welded assembly of multiple vehicles with different energy types and collision performance levels to the projected area of ​​the side welded assembly of the vehicle on the second preset plane.

[0137] In this embodiment, the areal density coefficient of the side panel welded assembly, i.e., the second preset areal density coefficient, is determined by statistically averaging the ratios of the weight of the side panel welded assembly to the projected area of ​​the corresponding side panel welded assembly in the xz plane for different vehicles based on different vehicle energy types and crash performance levels. Vehicle energy types include gasoline vehicles, PHEVs (Plug-in Hybrid Electric Vehicles), and electric vehicles; crash performance levels may include crash tests corresponding to regulations, C-NCAP, and C-IASI.

[0138] In one specific embodiment, the process of determining the surface density coefficient β of the side panel welded assembly includes: obtaining the statistical average value of the surface density coefficient β of the side panel welded assembly through big data statistics, that is, the surface density coefficient β of the side panel welded assembly is expressed as: β=1 / n∑(Mside1 / Sside1+Mside2 / Sside2+....+Msiden / Ssiden), where Mside1 is the weight of the side panel welded assembly of the first vehicle in the statistics, Sside1 is the projected area of ​​the side panel welded assembly of the first vehicle in the statistics on the xy plane, n represents the number of vehicles in the statistics, and so on, and β is the statistical average value obtained from big data statistics. Specifically, the corresponding side panel surface density coefficient is selected according to different collision performance levels (regulations, C-NCAP and C-IASI) and vehicle energy types (i.e., fuel vehicles, PHEV and electric vehicles), and the specific situation of the side panel surface density coefficient is shown in Table 4.

[0139] Table 4

[0140]

[0141] It should be noted that the specific values ​​of the sidewall surface density coefficients in Table 4 are all set based on actual statistical results.

[0142] Step B5: Calculate the target weight of the side panel welded assembly of the target vehicle based on the second area and the second surface density coefficient.

[0143] In this embodiment, the weight of the side panel assembly is obtained by multiplying the second area and the second surface density coefficient. It should be noted that the weight of the side panel assembly is only the weight of the left or right side panel assembly, and it needs to be multiplied by 2 to obtain the target weight of the side panel welded assembly of the target vehicle.

[0144] In one specific embodiment, the weight of the left or right side enclosure assembly is confirmed to be M_side = S_side × β, and the target weight of the side enclosure welding assembly is confirmed to be M_side_total = 2 × S_side × β.

[0145] In this embodiment of the invention, the second projected area and the second area coefficient of the vehicle are determined according to the vehicle body size and the vehicle energy type, respectively. The second area of ​​the side panel welded assembly is calculated based on these coefficients. The second surface density coefficient is selected based on the vehicle energy type and the collision performance level. The target weight of the side panel welded assembly is then calculated based on the second area and the second surface density coefficient. This method can take into account the collision conditions to solve the target weight of the vehicle body secondary system. This not only ensures the accuracy of the target weight calculation, but also helps to improve the rationality of the vehicle body weight distribution and enhance the design effect of vehicle body lightweighting.

[0146] In this embodiment, calculating the target weight of the roof welding assembly based on vehicle body data includes:

[0147] Step C1: Determine the third full-vehicle projection area of ​​the target vehicle corresponding to the first preset plane based on the vehicle body size.

[0148] It should be noted that the first preset plane, namely the xy plane, has been described in detail above and will not be repeated here.

[0149] In this embodiment, the vehicle body dimensions include wheelbase and width. Multiplying the wheelbase and width gives the projected area of ​​the entire vehicle in the xy plane, which is the third projected area of ​​the entire vehicle.

[0150] In one specific embodiment, Figure 6 This is a boundary diagram of the top cover welding assembly. (See attached diagram.) Figure 3 and Figure 6 The projected area S3 of the whole vehicle in the xy plane is: S3 = wheelbase L1 × vehicle width W; determine the projected area Stop of the roof welding assembly in the xy plane.

[0151] Step C2: Select the corresponding third area coefficient from the third preset area coefficient based on the vehicle energy type. The third preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the roof welding assembly corresponding to the first preset plane of multiple vehicles with different energy types to the projected area of ​​the whole vehicle.

[0152] In this embodiment, based on the structural characteristics of the roof assembly, the ratio of the projected area of ​​the roof welding assembly in the xy plane to the projected area of ​​the entire vehicle in the xy plane is called the effective area coefficient of the roof, i.e., the third area coefficient. In practical applications, the projected area of ​​the roof welding assembly in the xy plane varies depending on the vehicle's energy type and can be adaptively adjusted based on actual needs.

[0153] In one specific embodiment, the process of determining the effective area coefficient i of the roof includes: the ratio of the projected area Stop of the roof welding assembly in the xy plane to the projected area S3 of the whole vehicle in the xy plane is called the effective area coefficient i of the roof. It is obtained through big data statistics, that is, the statistical average value of the effective area coefficient i of the roof, which is expressed as: i = 1 / n∑(Stop1 / S31 + Stop2 / S32 + ... + Stopn / S3n), where Stop1 is the projected area of ​​the roof welding assembly of the first car in the statistics in the xy plane, S31 is the projected area of ​​the whole vehicle of the first car in the statistics in the xy plane, n represents the number of cars in the statistics, and so on, i is the statistical average value obtained from big data statistics.

[0154] Step C3: Calculate the third area of ​​the roof welding assembly based on the third vehicle projected area and the three area coefficients.

[0155] In this embodiment, the third area of ​​the roof welding assembly is obtained by multiplying the third vehicle projection area and the three area coefficients.

[0156] In one specific embodiment, the first area of ​​the top cover welding assembly is determined as: Stop = S3 × i.

[0157] Step C4: Select the corresponding third surface density coefficient from the third preset surface density coefficient based on the collision performance level. The third preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the roof welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the roof welded assembly of the vehicle corresponding to the first preset plane.

[0158] In this embodiment, the areal density coefficient of the roof welded assembly, i.e., the third preset areal density coefficient, is determined by statistically averaging the ratios of the weight of the roof welded assembly to the projected area of ​​the corresponding roof welded assembly in the xy plane for different vehicles with different crash performance levels. The crash performance level may include crash tests corresponding to regulations, C-NCAP, and China Insurance Research Institute (C-IASI).

[0159] In one specific embodiment, the process of determining the surface density coefficient θ of the roof welding assembly includes: obtaining the statistical average value of the surface density coefficient θ of the roof welding assembly through big data statistics, that is, the surface density coefficient θ of the roof welding assembly is expressed as: θ=1 / n∑(Mtop1 / Stop1+Mtop2 / Stop2+....+Mtopn / Stopn), where Mtop1 is the weight of the roof welding assembly of the first car being counted, Stop1 is the projected area of ​​the roof welding assembly of the first car being counted on the xy plane, n represents the number of cars being counted, and so on, and θ is the statistical average value obtained from big data statistics.

[0160] Step C5: Multiply the third area and the third surface density coefficient to obtain the target weight of the roof welding assembly of the target vehicle.

[0161] In one specific embodiment, the target weight of the top cover welding assembly is determined to be M_top = S_top × θ.

[0162] In this embodiment of the invention, the third projected area and the third area coefficient of the vehicle are determined according to the vehicle body size and the vehicle energy type, respectively. The third area of ​​the roof welding assembly is calculated based on these, and the third surface density coefficient is selected according to the collision performance level. The target weight of the roof welding assembly is obtained by multiplying the third area and the third surface density coefficient. This method can take into account the collision conditions to solve the target weight of the vehicle body secondary system, which can ensure the accuracy of the target weight calculation, improve the rationality of the vehicle body weight distribution, and reduce resource waste and the development cost of vehicle body lightweighting.

[0163] Step S203: Determine whether the target weight of each secondary system of the vehicle body meets the preset lightweighting requirements.

[0164] In this embodiment, when the secondary system of the vehicle body is a lower body welding assembly, the above step S203 includes:

[0165] Step D1: Obtain the first design area and first design weight of the lower body welded assembly of the secondary body system of the target vehicle.

[0166] In this embodiment, the specific values ​​of the first design area and the first design weight are not limited and can be adjusted adaptively based on the actual project requirements.

[0167] Step D2: Calculate the first design surface density coefficient based on the first design area and the first design weight.

[0168] In this embodiment, the ratio of the first design weight to the first design area is used as the first design surface density coefficient.

[0169] Step D3: Extract the first surface density coefficient from the first target weight of the target weight.

[0170] In this embodiment, the first areal density coefficient is the lightweighting coefficient corresponding to the current weight of the actual vehicle's lower body welded assembly, i.e., the areal density coefficient.

[0171] Step D4: Subtract the first surface density coefficient from the first design surface density coefficient to obtain the first difference value.

[0172] In this embodiment, in order to more reasonably control the weight targets of each subsystem under the vehicle's secondary system and avoid excessive weight reduction or overweighting in order to achieve lightweighting, a corresponding deviation range can be set for the areal density coefficient of the secondary system under the body-in-white according to the project development cost orientation and the overall weight control target. The current design difference of the lower body welding assembly can be obtained by subtracting the first areal density coefficient from the first design areal density coefficient.

[0173] Step D5: Determine whether the first design surface density coefficient is greater than the first surface density coefficient, and whether the first difference meets the preset deviation range of the lower body surface density coefficient.

[0174] In this embodiment, the specific value of the preset deviation range of the surface density coefficient of the vehicle body is not limited, and can be adjusted adaptively based on actual needs.

[0175] Step D6: When the first design surface density coefficient is greater than the first surface density coefficient and the first difference does not meet the preset deviation range of the lower body surface density coefficient, it is determined that the target weight of the lower body welded assembly of the target vehicle does not meet the preset lightweight requirements.

[0176] Step D7: When the first design surface density coefficient is not greater than the first surface density coefficient and the first difference meets the preset deviation range of the lower body surface density coefficient, determine that the target weight of the lower body welded assembly of the target vehicle meets the preset lightweight requirements.

[0177] In this embodiment of the invention, the target weight of the lower body welded assembly is determined by calculating the first difference of the areal density coefficient corresponding to the design of the lower body welded assembly, and by using the dual judgment conditions of the relationship between the first design areal density coefficient of the lower body welded assembly and its actual corresponding first areal density coefficient, and the relationship between the first difference and the preset deviation range of the lower body areal density coefficient, to ensure the accurate determination of the target weight of the lower body welded assembly, thereby effectively enhancing the control of vehicle body lightweighting.

[0178] In this embodiment, when the secondary system of the vehicle body is a side panel welding assembly, the above step S203 includes:

[0179] Step E1: Obtain the second design area and second design weight of the side welded assembly of the secondary body system of the target vehicle.

[0180] In this embodiment, the specific values ​​of the second design area and the second design weight are not limited and can be adjusted adaptively based on the actual project requirements.

[0181] Step E2: Calculate the second design surface density coefficient based on the second design area and the second design weight.

[0182] In this embodiment, the ratio of the second design weight to the second design area is used as the first design surface density coefficient.

[0183] Step E3: Extract the second surface density coefficient from the second target weight of the target weight.

[0184] In this embodiment, the second areal density coefficient is the lightweighting coefficient corresponding to the current weight of the actual vehicle's side panel welded assembly, i.e., the areal density coefficient.

[0185] Step E4: Subtract the second surface density coefficient from the second design surface density coefficient to obtain the second difference value.

[0186] In this embodiment, in order to more reasonably control the weight targets of each subsystem under the vehicle's secondary system, a corresponding deviation range is set for the areal density coefficient of the secondary system under the body-in-white, and the design difference of the current side panel welding assembly is obtained by subtracting the second areal density coefficient from the second design areal density coefficient.

[0187] Step E5: Determine whether the second design surface density coefficient is greater than the second surface density coefficient, and whether the second difference meets the preset deviation range of the side surface density coefficient.

[0188] In this embodiment, the specific value of the preset side surface density coefficient deviation range is not limited, and can be adjusted adaptively based on actual needs.

[0189] Step E6: When the second design surface density coefficient is greater than the second surface density coefficient and the second difference does not meet the preset side surface density coefficient deviation range, it is determined that the target weight of the side welding assembly of the target vehicle does not meet the preset lightweighting requirements.

[0190] Step E7: When the second design surface density coefficient is not greater than the second surface density coefficient and the second difference meets the preset side surface density coefficient deviation range, determine that the target weight of the side welded assembly of the target vehicle meets the preset lightweight requirements.

[0191] In this embodiment of the invention, the target weight of the side wall welding assembly is determined by calculating the second difference of the areal density coefficient corresponding to the design of the side wall welding assembly, and by using the dual judgment conditions of the relationship between the second design areal density coefficient of the side wall welding assembly and its actual corresponding second areal density coefficient, and the relationship between the second difference and the deviation range of the preset side wall areal density coefficient, to ensure the accurate determination of the target weight of the side wall welding assembly and greatly improve the lightweight design effect of the vehicle body.

[0192] In this embodiment, when the secondary system of the vehicle body is a roof welding assembly, the above step S203 includes:

[0193] Step F1: Obtain the third design area and third design weight of the roof welding assembly of the secondary body system of the target vehicle.

[0194] In this embodiment, the specific values ​​of the third design area and the third design weight are not limited and can be adjusted adaptively based on the actual project requirements.

[0195] Step F2: Calculate the third design surface density coefficient based on the third design area and the third design weight.

[0196] In this embodiment, the ratio of the third design weight to the third design area is used as the first design surface density coefficient.

[0197] Step F3: Extract the third surface density coefficient from the third target weight of the target weight.

[0198] In this embodiment, the third areal density coefficient is the lightweighting coefficient corresponding to the current weight of the actual vehicle's roof welded assembly, i.e., the areal density coefficient.

[0199] Step F4: Subtract the third surface density coefficient from the third design surface density coefficient to obtain the third difference value.

[0200] In this embodiment, in order to more reasonably control the weight targets of each subsystem under the vehicle's secondary system, a corresponding deviation range is set for the areal density coefficient of the secondary system under the body-in-white, and the current design difference of the roof welding assembly is obtained by subtracting the third areal density coefficient from the third design areal density coefficient.

[0201] Step F5: Determine whether the third design surface density coefficient is greater than the third surface density coefficient, and whether the third difference meets the preset deviation range of the top cover surface density coefficient.

[0202] In this embodiment, the specific value of the preset top cover surface density coefficient deviation range is not limited, and can be adjusted adaptively based on actual needs.

[0203] Step F6: When the third design surface density coefficient is greater than the third surface density coefficient and the third difference does not meet the preset deviation range of the top surface density coefficient, it is determined that the target weight of the top welding assembly of the target vehicle does not meet the preset lightweight requirements.

[0204] Step F7: When the third design surface density coefficient is not greater than the third surface density coefficient and the third difference meets the preset top cover surface density coefficient deviation range, determine that the target weight of the target vehicle's top cover welding assembly meets the preset lightweight requirements.

[0205] In this embodiment of the invention, the target weight of the roof welding assembly is determined by calculating the third difference of the areal density coefficient corresponding to the design of the roof welding assembly, and by using the relationship between the third design areal density coefficient of the roof welding assembly and its actual corresponding third areal density coefficient, as well as the relationship between the third difference and the deviation range of the preset roof areal density coefficient, as a dual judgment condition. This ensures the accurate determination of the target weight of the roof welding assembly and achieves effective control of vehicle body lightweighting.

[0206] Step S204: When the target weight of any secondary body system does not meet the preset lightweighting requirements, optimize the corresponding secondary body system of the target vehicle until the target weight of all secondary body systems meets the preset lightweighting requirements.

[0207] Specifically, in step S204 above, when the target weight corresponding to any secondary body system does not meet the preset lightweighting requirements, the corresponding secondary body system of the target vehicle is optimized, including:

[0208] Step S2041: Determine the optimized target weight that does not meet the preset lightweighting requirements from the target weights corresponding to all secondary body systems. The optimized target weight includes at least one of the optimized target weights of the lower body welded assembly, the side panel welded assembly, and the roof welded assembly.

[0209] In this embodiment, the number of target weights to be optimized is not limited, and includes all weights of the target vehicle's secondary body systems that do not meet the preset lightweighting requirements.

[0210] Step S2042: Determine the secondary body system of the target vehicle to be optimized based on the target weight.

[0211] In this embodiment, the number of secondary vehicle body systems to be optimized is not limited, and includes at least one of the lower body welding assembly, side panel welding assembly, and roof welding assembly.

[0212] Step S2043: Optimize the secondary system of the vehicle body to be optimized based on preset optimization parameters. The preset optimization parameters include at least one of the vehicle body structure, vehicle body materials and their configuration.

[0213] In this embodiment, assuming that the secondary system of the vehicle body to be optimized is the side welded assembly, its body structure, body material selection and material thickness can be re-optimized to meet the lightweight requirements of the corresponding design.

[0214] In one specific embodiment, the specific deviation range of the areal density coefficient setting for each secondary system under the body-in-white is shown in Table 5.

[0215] Table 5

[0216]

[0217] It should be noted that m1, m2, and m3 in Table 5 are all absolute values, and their specific values can be adaptively set based on the actual project requirements.

[0218] In a specific embodiment, based on the first-round data of the developed vehicle model (i.e., the white body of the target vehicle), the design area and design weight corresponding to each secondary system under the white body can be obtained, and the corresponding design surface density coefficient can be calculated based on them. The specific results are shown in Table 6.

[0219] Table 6

[0220] Secondary system name Design area (mm 2 ) Design weight (g) Design surface density coefficient Lower body welding assembly S below' M below' α’ Side welding assembly S side' M side' β’ Top cover welding assembly S-top' M top' θ'

[0221] Furthermore, based on Table 5 and Table 6, verify the design surface density coefficient of the lower body welding assembly of the developed vehicle model, that is, α’ = M lower’ / S lower’. Compare α’ with the target surface density coefficient α of the lower body welding assembly. If α’ > α, and α - α’ > m1 or α - α’ < -m1, then it is necessary to re-match and optimize the structure, material selection, and material thickness of the lower body welding assembly until its surface density coefficient reaches the set target; if α’ < α and -m1 < α - α’ < m1, it means that its surface density coefficient meets the set target requirements, and the current data can be locked, that is, it shows that the target weight corresponding to the lower body welding assembly meets the preset lightweight requirements.

[0222] Furthermore, based on Table 5 and Table 6, verify the design surface density coefficient of the side panel welding assembly of the developed vehicle model, that is, β’ = M side’ / S side’. Compare β’ with the target surface density coefficient β of the side panel welding assembly. If β’ > β, and β - β’ > m2 or β - β’ < -m2, then it is necessary to re-match and optimize the structure, material selection, and material thickness of the side panel welding assembly until its surface density coefficient reaches the set target; if β’ < β and -m2 < β - β’ < m2, it means that its surface density coefficient meets the set target requirements, and the current data can be locked, that is, it shows that the target weight corresponding to the side panel welding assembly meets the preset lightweight requirements.

[0223] Furthermore, based on Tables 5 and 6, the design areal density coefficient of the roof welding assembly of the developed vehicle model is verified, i.e., θ' = M_top' / S_top'. θ' is compared with the target areal density coefficient θ of the roof welding assembly. If θ' > θ, and θ - θ' > m3 or θ - θ' < -m3, then the structure, material selection, and material thickness of the roof welding assembly need to be re-matched and optimized until its areal density coefficient reaches the set target. If θ' < θ and -m3 < θ - θ' < m3, then its areal density coefficient meets the set target requirements, and the current data can be locked, indicating that the target weight of the roof welding assembly meets the preset lightweight requirements.

[0224] In this embodiment of the invention, by optimizing the parameters of the secondary body system that does not meet the preset lightweight requirements based on at least one body structure, body material and its configuration, it is possible to achieve a reasonable distribution of body weight, reduce resource usage costs, and help improve the design effect and control of body lightweighting.

[0225] In one specific embodiment, to quickly determine the weight targets of the secondary assemblies of the vehicle body-in-white during the vehicle body-in-white design stage—that is, the target weights of each secondary body system that meet preset lightweighting requirements—and to address the problem of uneven weight distribution of the secondary body-in-white systems in the developed vehicle model, a refined management scheme for determining the lightweighting targets of the secondary systems under the vehicle body-in-white during the design stage is provided. This embodiment presents a lightweight design method (also known as the areal density method) for secondary body systems, aiming to improve R&D efficiency while reducing resource waste. Specifically, see [link to relevant documentation]. Figure 7 The areal density method in this embodiment includes the following steps:

[0226] Step 1: Determine the vehicle's energy category.

[0227] In this embodiment, the vehicle type under development is confirmed to be a gasoline-powered vehicle.

[0228] Step 2: Determine the dimensions of the car compartment.

[0229] In this embodiment, the vehicle dimensions of the model under development are determined, that is, confirmed according to the actual project. The specific dimension information is: wheelbase L1, front overhang length L2, rear overhang length L3, vehicle width W, vehicle height H, and vehicle length L, in mm.

[0230] Step 3: Determine the crash performance level of the vehicle being developed.

[0231] In this embodiment, the collision performance level of the developed vehicle is confirmed, such as the collision performance level of the developed vehicle being C-NCAP.

[0232] Step 4: Calculate the target weight of the sub-assemblies under the body-in-white.

[0233] It should be noted that the body-in-white sub-assemblies in this embodiment are the body secondary systems, which include the lower body welding assembly, the side panel welding assembly, and the roof welding assembly.

[0234] In this embodiment, the steps for calculating the target weight of the lower body welded assembly are as follows:

[0235] 1) Determine the projected area S1 of the vehicle model under development in the xy plane: S1 = L × W, unit mm 2 ;

[0236] 2) Determine the effective area coefficient of the lower body welding assembly of the vehicle model being developed. Select the corresponding statistical data according to the vehicle's energy type. For example, select e1 as the effective area coefficient of the lower body in Table 1 for fuel vehicles.

[0237] 3) Determine the lower body welding assembly area S_lower for the vehicle model being developed: S_lower = S1 × e1 = L × W × e1, unit mm 2 ;

[0238] 4) Determine the surface density coefficient of the welded lower body assembly of the vehicle model being developed, and select the corresponding statistical data according to the vehicle collision performance level. For example, select the surface density coefficient of the lower body in Table 2 as α3 according to C-NCAP.

[0239] 5) Confirm the target weight M_lower of the lower body welding assembly of the developed vehicle model: M_lower = L × W × e1 × α3, unit g.

[0240] In this embodiment, the steps for calculating the target weight of the side panel welded assembly of the developed vehicle are as follows:

[0241] 1) Determine the projected area S2 of the vehicle model under development in the xz direction: S2 = L1 × H, unit mm 2 ;

[0242] 2) Determine the effective area coefficient of the side wall welding assembly of the vehicle model under development, that is, select the effective area coefficient of the side wall as f2 according to the contents of Table 3;

[0243] 3) Determine the side panel welding assembly area S_side of the vehicle model under development: S_side = L1 × H × f2, unit mm 2 ;

[0244] 4) Determine the surface density coefficient of the side wall welded assembly of the vehicle under development. Based on the fact that the vehicle under development is a fuel vehicle and the performance level of C-IASI, select the corresponding surface density coefficient of the side wall welded assembly as β12 from Table 4.

[0245] 5) Determine the weight M_side of the side panel welded assembly of the vehicle model under development: M_side = L1 × H × f2 × β12, unit g;

[0246] 6) Determine the weight of the left and right side panels of the vehicle model under development. In this embodiment, the weight of the left side panel assembly and the weight of the right side panel assembly are considered to be the same, so M_side_total = 2 × M_side.

[0247] In this embodiment, the steps for calculating the target weight of the roof welding assembly of the vehicle under development are as follows:

[0248] 1) Determine the projected area S3 of the entire vehicle model under development in the xy plane: S3 = L × W, unit mm 2 ;

[0249] 2) Determine the area coefficient i of the roof welding assembly of the vehicle model under development;

[0250] 3) Determine the welded area Stop of the roof assembly for the vehicle model under development, where Stop = L × W × i, in mm. 2 ;

[0251] 4) Determine the surface density coefficient of the roof welding assembly of the vehicle model under development as θ;

[0252] 5) Confirm the weight of the roof welding assembly of the model under development, M_top = L × W × i × θ, unit g.

[0253] Step 5: Determine the target tolerance range for the weight of the secondary assembly.

[0254] In this embodiment, the target tolerance range corresponding to the weight of each secondary assembly is determined based on the project development cost orientation and the overall weight control target of the vehicle being developed. That is, the deviation range of the areal density coefficient of the secondary system under the body-in-white is set, as shown in Table 5.

[0255] Step 6: Determine the latest data design area and weight of the vehicle model under development.

[0256] In this embodiment, the latest design area and design weight of each secondary assembly under the body-in-white can be obtained based on the first round data of the researched vehicle model.

[0257] Step 7: Calculate the lightweighting factor of the design data.

[0258] In this embodiment, the lightweight coefficient of the design data is also called the design areal density coefficient, which is determined by the ratio of design weight to design area.

[0259] Step 8: Determine whether the calculation result is greater than the lightweight coefficient in the database.

[0260] In this embodiment, the calculation result refers to the lightweight coefficient of the design data calculated in step 7, that is, the design surface density coefficient of each secondary assembly under the body-in-white; the lightweight coefficient in the database refers to the target surface density coefficient of each secondary assembly under the body-in-white that has been preset and stored in the database.

[0261] Specifically, when the calculated result is greater than the lightweight coefficient in the database, the weight of each secondary system data of the body-in-white of the vehicle under development is optimized, and it is determined whether the calculated result is within the target tolerance range; if not, the body data of the vehicle under development is optimized; if it is, the process ends.

[0262] Specifically, if the calculated result is less than the lightweight coefficient in the database, it is determined whether the calculated result is within the target tolerance range; if not, the body data of the vehicle under development is optimized; if so, the process ends.

[0263] Furthermore, the latest body-in-white data, verified as described above, can be sent to the performance department for subsequent verification and analysis. Specifically, through the above process, body design engineers can rationally allocate and evaluate the weight of each secondary assembly in the body-in-white before submitting the data to the performance department for analysis. This avoids redundant design and significantly shortens the project development cycle.

[0264] In summary, the lightweight design method for secondary body systems of this invention calculates the target weights of the lower body welded assembly, side panel welded assembly, and roof welded assembly based on data such as the vehicle energy type, body size, and collision performance level of the vehicle model. It then determines whether the target weight of each secondary body system meets the preset lightweighting requirements. If the target weight of any secondary body system does not meet the preset lightweighting requirements, the corresponding secondary body system of the target vehicle is optimized until the target weights of all secondary body systems meet the preset lightweighting requirements. This effectively improves the lightweight design efficiency of the secondary body systems, achieves refined control of the body-in-white weight target, and allows for reasonable allocation of body-in-white weight in the early design stages, thus achieving the goal of rational resource utilization.

[0265] This embodiment also provides a lightweight control device for a secondary vehicle body system. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, a "module" can be a combination of software and / or hardware that performs a predetermined function. Although the systems described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0266] This invention provides a lightweight control device for vehicle body secondary systems, such as... Figure 8 As shown, the device includes:

[0267] The determination module 801 is used to determine the body data of the target vehicle, including the vehicle's energy type, body size, and crash performance level.

[0268] The calculation module 802 is used to calculate the target weight of the secondary body system of the target vehicle based on the vehicle body data. The secondary body system includes the lower body welded assembly, the side wall welded assembly and the roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side wall welded assembly and the target weight of the roof welded assembly.

[0269] The judgment module 803 is used to determine whether the target weight of each secondary system of the vehicle body meets the preset lightweighting requirements.

[0270] The optimization module 804 is used to optimize the corresponding secondary body system of the target vehicle when the target weight of any secondary body system does not meet the preset lightweighting requirements, until the target weight of all secondary body systems meets the preset lightweighting requirements.

[0271] In some optional implementations, the calculation module 802 includes: a first calculation submodule, a second calculation submodule, a third calculation submodule, a fourth calculation submodule, and a fifth calculation submodule; wherein, the first calculation submodule is used to determine the first overall vehicle projection area corresponding to the target vehicle on the first preset plane based on the vehicle body size; the second calculation submodule is used to select a corresponding first area coefficient from the first preset area coefficients based on the vehicle energy type, and the first preset area coefficient is determined based on the statistical average of the ratios of the projection area of ​​the lower body welded assembly of multiple vehicles with different energy types to the overall vehicle projection area on the first preset plane; the third calculation submodule is used to calculate the first area of ​​the lower body welded assembly based on the first overall vehicle projection area and the first area coefficient; the fourth calculation submodule is used to select a corresponding first surface density coefficient from the first preset surface density coefficients based on the collision performance level, and the first preset surface density coefficient is determined based on the statistical average of the ratios of the weight of the lower body welded assembly of multiple vehicles with different collision performance levels to the projection area of ​​the lower body welded assembly of the vehicle on the first preset plane; the fifth calculation submodule is used to multiply the first area and the first surface density coefficient to obtain the target weight of the lower body welded assembly of the target vehicle.

[0272] In some optional embodiments, the calculation module 802 further includes: a first determining submodule, a second determining submodule, a third determining submodule, a fourth determining submodule, and a fifth determining submodule; wherein, the first determining submodule is used to determine the second overall vehicle projection area of ​​the target vehicle corresponding to the second preset plane based on the vehicle body size; the second determining submodule is used to determine the vehicle type of the target vehicle, and select the corresponding second area coefficient from the second preset area coefficients based on the vehicle type, the second preset area coefficient being determined based on the statistical average of the ratio of the side wall welded assembly projection area to the overall vehicle projection area of ​​multiple different vehicle types corresponding to the second preset plane; the third determining submodule is used to calculate the second area of ​​the side wall welded assembly based on the second overall vehicle projection area and the second area coefficient; the fourth determining submodule is used to select the corresponding second surface density coefficient from the second preset surface density coefficients based on the vehicle energy type and collision performance level, the second preset surface density coefficient being determined based on the statistical average of the ratio of the side wall welded assembly weight of multiple different energy types and collision performance levels to the side wall welded assembly projection area of ​​the vehicle corresponding to the second preset plane; the fifth determining submodule is used to calculate the target weight of the side wall welded assembly of the target vehicle based on the second area and the second surface density coefficient.

[0273] In some optional embodiments, the calculation module 802 further includes: a first acquisition submodule, a second acquisition submodule, a third acquisition submodule, a fourth acquisition submodule, and a fifth acquisition submodule; wherein, the first acquisition submodule is used to determine the third overall vehicle projection area corresponding to the target vehicle on the first preset plane based on the vehicle body size; the second acquisition submodule is used to filter the corresponding third area coefficient from the third preset area coefficient based on the vehicle energy type, and the third preset area coefficient is determined based on the statistical average of the ratio of the projection area of ​​the roof welding assembly of multiple vehicles with different energy types to the overall vehicle projection area on the first preset plane; the third acquisition submodule is used to calculate the third area of ​​the roof welding assembly based on the third overall vehicle projection area and the three area coefficients; the fourth acquisition submodule is used to filter the corresponding third surface density coefficient from the third preset surface density coefficient based on the collision performance level, and the third preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the roof welding assembly of multiple vehicles with different collision performance levels to the projection area of ​​the roof welding assembly of the vehicle on the first preset plane; the fifth acquisition submodule is used to multiply the third area and the third surface density coefficient to obtain the target weight of the roof welding assembly of the target vehicle.

[0274] In some optional implementations, the determination module 803 includes: a first determination submodule, a second determination submodule, a third determination submodule, a fourth determination submodule, a fifth determination submodule, a sixth determination submodule, and a seventh determination submodule; wherein, the first determination submodule is used to obtain the first design area and the first design weight of the lower body welded assembly of the secondary body system of the target vehicle; the second determination submodule is used to calculate the first design areal density coefficient based on the first design area and the first design weight; the third determination submodule is used to extract the first areal density coefficient from the first target weight; and the fourth determination submodule is used to subtract the first areal density coefficient from the first design areal density coefficient to obtain... The first difference; the fifth determination submodule, used to determine whether the first design surface density coefficient is greater than the first surface density coefficient, and whether the first difference meets the preset deviation range of the lower body surface density coefficient; the sixth determination submodule, used to determine that the target weight of the lower body welded assembly of the target vehicle does not meet the preset lightweighting requirements when the first design surface density coefficient is greater than the first surface density coefficient and the first difference does not meet the preset deviation range of the lower body surface density coefficient; the seventh determination submodule, used to determine that the target weight of the lower body welded assembly of the target vehicle meets the preset lightweighting requirements when the first design surface density coefficient is not greater than the first surface density coefficient and the first difference meets the preset deviation range of the lower body surface density coefficient.

[0275] In some optional embodiments, the judgment module 803 further includes: a first judgment submodule, a second judgment submodule, a third judgment submodule, a fourth judgment submodule, a fifth judgment submodule, a sixth judgment submodule, and a seventh judgment submodule; wherein, the first judgment submodule is used to obtain the second design area and the second design weight of the side wall welded assembly of the secondary body system of the target vehicle; the second judgment submodule is used to calculate the second design areal density coefficient based on the second design area and the second design weight; the third judgment submodule is used to extract the second areal density coefficient from the second target weight of the target weight; and the fourth judgment submodule is used to subtract the second areal density coefficient from the second design areal density coefficient. The second difference is obtained; the fifth discrimination submodule is used to determine whether the second design surface density coefficient is greater than the second surface density coefficient, and whether the second difference meets the preset deviation range of the side surface density coefficient; the sixth discrimination submodule is used to determine that the target weight of the side welded assembly of the target vehicle does not meet the preset lightweighting requirements when the second design surface density coefficient is greater than the second surface density coefficient and the second difference does not meet the preset deviation range of the side surface density coefficient; the seventh discrimination submodule is used to determine that the target weight of the side welded assembly of the target vehicle meets the preset lightweighting requirements when the second design surface density coefficient is not greater than the second surface density coefficient and the second difference meets the preset deviation range of the side surface density coefficient.

[0276] In some optional embodiments, the judgment module 803 further includes: a first judgment submodule, a second judgment submodule, a third judgment submodule, a fourth judgment submodule, a fifth judgment submodule, a sixth judgment submodule, and a seventh judgment submodule; wherein, the first judgment submodule is used to obtain the third design area and the third design weight of the roof welding assembly of the secondary body system of the target vehicle; the second judgment submodule is used to calculate the third design areal density coefficient based on the third design area and the third design weight; the third judgment submodule is used to extract the third areal density coefficient from the third target weight; and the fourth judgment submodule is used to subtract the third areal density coefficient from the third design areal density coefficient. The third difference is obtained; the fifth judgment submodule is used to determine whether the third design surface density coefficient is greater than the third surface density coefficient, and whether the third difference meets the preset deviation range of the roof surface density coefficient; the sixth judgment submodule is used to determine that the target weight of the roof welding assembly of the target vehicle does not meet the preset lightweighting requirements when the third design surface density coefficient is greater than the third surface density coefficient and the third difference does not meet the preset deviation range of the roof surface density coefficient; the seventh judgment submodule is used to determine that the target weight of the roof welding assembly of the target vehicle meets the preset lightweighting requirements when the third design surface density coefficient is not greater than the third surface density coefficient and the third difference meets the preset deviation range of the roof surface density coefficient.

[0277] In some optional implementations, the optimization module 804 includes: a first optimization submodule, a second optimization submodule, and a third optimization submodule; wherein, the first optimization submodule is used to determine the optimization target weight that does not meet the preset lightweighting requirements from the target weights corresponding to all secondary body systems, and the optimization target weight includes at least one of the optimization target weight of the lower body welded assembly, the optimization target weight of the side panel welded assembly, and the optimization target weight of the roof welded assembly; the second optimization submodule is used to determine the secondary body system to be optimized for the target vehicle based on the optimization target weight; the third optimization submodule is used to optimize the secondary body system to be optimized based on preset optimization parameters, and the preset optimization parameters include at least one of the body structure, body materials, and their configuration.

[0278] Further functional descriptions of the above modules are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0279] In this embodiment, the lightweight control device for the vehicle body secondary system is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0280] The lightweight control device for the secondary body system of this invention can overcome the problem of unreasonable weight distribution in the lightweight design of the whole vehicle, which leads to resource waste and high development costs. By optimizing the design of the secondary body system, which includes the lower body welding assembly, the side wall welding assembly and the roof welding assembly, a reasonable distribution of body weight can be achieved, greatly reducing resource waste and improving the effect and efficiency of lightweight body design.

[0281] This invention also provides a vehicle, which includes a controller. In this embodiment, the controller is a vehicle controller, used for powering on / off and waking up its subordinate sub-controllers and network nodes, and each of its power supply interfaces can collect the real-time output current. Other controllers with the above functions are also applicable.

[0282] Figure 9 This is a schematic diagram of the structure of the controller provided in an optional embodiment of the present invention, as shown below. Figure 9 As shown, the controller includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise as required. The processors can process instructions executed within the controller, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple controllers can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 9 Take a processor 10 as an example.

[0283] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.

[0284] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0285] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the controller. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the controller via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0286] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0287] The controller also includes a communication interface 30 for the main control chip to communicate with other devices or communication networks.

[0288] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium after being downloaded via a network. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor main control chips, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0289] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A lightweight design method for secondary vehicle body systems, characterized in that, The method includes: Determine the vehicle body data of the target vehicle, including the vehicle energy type, body size, and crash performance rating; The target weight of the secondary body system of the target vehicle is calculated based on the vehicle body data. The secondary body system includes a lower body welded assembly, a side panel welded assembly, and a roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side panel welded assembly, and the target weight of the roof welded assembly. Determine whether the target weight corresponding to each secondary system of the vehicle body meets the preset lightweighting requirements; If the target weight of any vehicle body secondary system does not meet the preset lightweighting requirements, the corresponding vehicle body secondary system of the target vehicle shall be optimized until the target weight of all vehicle body secondary systems meets the preset lightweighting requirements. The step of calculating the target weight of the secondary body system of the target vehicle based on the vehicle body data includes: Determine the total projected area of ​​the target vehicle on a preset plane based on the vehicle's dimensions; Based on the vehicle's energy type, a corresponding area coefficient is selected from a preset area coefficient. The preset area coefficient is determined based on the statistical average of the ratios of the projected areas of each secondary system of the vehicle body corresponding to multiple vehicles with different energy types on a preset plane to the projected area of ​​the whole vehicle. Alternatively, the vehicle type of the target vehicle is determined, and a corresponding area coefficient is selected from the preset area coefficients based on the vehicle type. The preset area coefficient is determined based on the statistical average of the ratios of the projected areas of each secondary system of the vehicle body corresponding to multiple vehicles with different vehicle types on a preset plane to the projected area of ​​the whole vehicle. The area of ​​each secondary system of the vehicle body is calculated based on the projected area of ​​the entire vehicle and the area coefficient. The areal density coefficients are selected from preset areal density coefficients based on the collision performance level. The preset areal density coefficients are determined based on the statistical average of the ratios of the weights of each secondary body system of multiple vehicles with different collision performance levels to the projected area of ​​the secondary body system of the vehicle on a preset plane. Alternatively, the areal density coefficients are selected from preset areal density coefficients based on the vehicle's energy type and collision performance level. The preset areal density coefficients are determined based on the statistical average of the ratios of the weights of the secondary body systems of multiple vehicles with different energy types and collision performance levels to the projected area of ​​the secondary body system of the vehicle on a preset plane. Based on the area and the areal density coefficient, calculate the target weight of the corresponding secondary body system of the target vehicle; The step of determining whether the target weight corresponding to each secondary system of the vehicle body meets the preset lightweighting requirements includes: Obtain the design area and design weight of each secondary system of the target vehicle body; Calculate the design surface density coefficient based on the design area and design weight respectively; Extract the corresponding areal density coefficient from the target weight of each secondary system of the vehicle body; Subtract the areal density coefficient from the design areal density coefficient to obtain the corresponding difference; Determine whether the design surface density coefficient is greater than the surface density coefficient, and whether the difference meets the preset surface density coefficient deviation range of the corresponding vehicle body secondary system; When the design surface density coefficient is greater than the surface density coefficient and the difference does not meet the preset surface density coefficient deviation range, it is determined that the target weight of the corresponding secondary body system of the target vehicle does not meet the preset lightweighting requirements. When the design surface density coefficient is not greater than the surface density coefficient and the difference meets the preset surface density coefficient deviation range, the target weight corresponding to the secondary body system of the target vehicle is determined to meet the preset lightweighting requirements.

2. The lightweight design method for secondary vehicle body systems according to claim 1, characterized in that, The target weight of the lower body welded assembly is calculated based on the aforementioned vehicle body data, including: The first full vehicle projection area corresponding to the first preset plane is determined based on the vehicle body size; Based on the vehicle energy type, the corresponding first area coefficient is selected from the first preset area coefficient. The first preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the lower body welded assembly to the projected area of ​​the whole vehicle corresponding to the first preset plane of multiple vehicles with different energy types. The first area of ​​the lower vehicle body welding assembly is calculated based on the first projected area of ​​the vehicle body and the first area coefficient. Based on the collision performance level, the corresponding first surface density coefficient is selected from the first preset surface density coefficient. The first preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the lower body welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the lower body welded assembly of the vehicle corresponding to the first preset plane. Multiplying the first area and the first areal density coefficient yields the target weight of the lower body welded assembly of the target vehicle.

3. The lightweight design method for secondary vehicle body systems according to claim 1, characterized in that, The target weight of the side panel welded assembly is calculated based on the vehicle body data, including: The second full vehicle projection area corresponding to the second preset plane is determined based on the vehicle body size; The vehicle type of the target vehicle is determined, and the corresponding second area coefficient is selected from the second preset area coefficient based on the vehicle type. The second preset area coefficient is determined based on the statistical average of the ratio of the side wall welded assembly projection area to the whole vehicle projection area of ​​multiple different vehicle types corresponding to the second preset plane. The second area of ​​the side panel welding assembly is calculated based on the second vehicle projection area and the second area coefficient. Based on the vehicle's energy type and collision performance level, the corresponding second surface density coefficient is selected from the second preset surface density coefficient. The second preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the side wall welded assembly of multiple vehicles with different energy types and collision performance levels to the projected area of ​​the side wall welded assembly of the vehicle corresponding to the second preset plane. The target weight of the side panel welded assembly of the target vehicle is calculated based on the second area and the second areal density coefficient.

4. The lightweight design method for secondary vehicle body systems according to claim 1, characterized in that, The target weight of the roof welded assembly is calculated based on the vehicle body data, including: The third full-vehicle projection area of ​​the target vehicle corresponding to the first preset plane is determined based on the vehicle body size. Based on the vehicle's energy type, the corresponding third area coefficient is selected from the third preset area coefficient. The third preset area coefficient is determined based on the statistical average of the ratio of the projected area of ​​the roof welding assembly corresponding to the first preset plane of multiple vehicles with different energy types to the projected area of ​​the whole vehicle. The third area of ​​the roof welding assembly is calculated based on the third vehicle projection area and the third area coefficient. Based on the collision performance level, the corresponding third surface density coefficient is selected from the third preset surface density coefficient. The third preset surface density coefficient is determined based on the statistical average of the ratio of the weight of the roof welded assembly of multiple vehicles with different collision performance levels to the projected area of ​​the roof welded assembly of the vehicle corresponding to the first preset plane. Multiplying the third area and the third surface density coefficient yields the target weight of the roof welded assembly of the target vehicle.

5. The lightweight design method for secondary vehicle body systems according to claim 2, characterized in that, When the secondary body system is a welded assembly of the lower body, determining whether the target weight corresponding to each secondary body system in the target weight meets the preset lightweighting requirements includes: Obtain the first design area and first design weight of the lower body welded assembly of the secondary body system of the target vehicle; Calculate the first design surface density coefficient based on the first design area and the first design weight; Extract the first surface density coefficient from the first target weight of the target weight; Subtract the first areal density coefficient from the first designed areal density coefficient to obtain the first difference value; Determine whether the first design surface density coefficient is greater than the first surface density coefficient, and whether the first difference meets the preset deviation range of the lower vehicle body surface density coefficient; When the first design surface density coefficient is greater than the first surface density coefficient and the first difference does not meet the preset deviation range of the lower body surface density coefficient, it is determined that the target weight of the lower body welded assembly of the target vehicle does not meet the preset lightweighting requirements. When the first design surface density coefficient is not greater than the first surface density coefficient and the first difference meets the preset deviation range of the lower body surface density coefficient, the target weight of the lower body welded assembly of the target vehicle is determined to meet the preset lightweighting requirements.

6. The lightweight design method for secondary vehicle body systems according to claim 3, characterized in that, When the secondary body system is a side panel welded assembly, determining whether the target weight corresponding to each secondary body system meets the preset lightweighting requirements includes: Obtain the second design area and second design weight of the side wall welded assembly of the secondary body system of the target vehicle; Calculate the second design surface density coefficient based on the second design area and the second design weight; Extract the second surface density coefficient from the second target weight of the target weight; Subtract the second areal density coefficient from the second design areal density coefficient to obtain the second difference; Determine whether the second design surface density coefficient is greater than the second surface density coefficient, and whether the second difference meets the preset deviation range of the side surface density coefficient; When the second design surface density coefficient is greater than the second surface density coefficient and the second difference does not meet the preset side surface density coefficient deviation range, it is determined that the target weight of the side welding assembly of the target vehicle does not meet the preset lightweighting requirements. When the second design surface density coefficient is not greater than the second surface density coefficient and the second difference meets the preset side surface density coefficient deviation range, the target weight of the side welded assembly of the target vehicle is determined to meet the preset lightweighting requirements.

7. The lightweight design method for secondary vehicle body systems according to claim 4, characterized in that, When the secondary vehicle body system is a roof welded assembly, determining whether the target weight corresponding to each secondary vehicle body system meets the preset lightweighting requirements includes: Obtain the third design area and third design weight of the roof welding assembly of the secondary body system of the target vehicle; Calculate the third design surface density coefficient based on the third design area and the third design weight; The third surface density coefficient is extracted from the third target weight of the target weight; Subtracting the third surface density coefficient from the third design surface density coefficient yields the third difference value; Determine whether the third design surface density coefficient is greater than the third surface density coefficient, and whether the third difference meets the preset top cover surface density coefficient deviation range; When the third design surface density coefficient is greater than the third surface density coefficient and the third difference does not meet the preset top cover surface density coefficient deviation range, it is determined that the target weight of the top cover welding assembly of the target vehicle does not meet the preset lightweighting requirements. When the third design surface density coefficient is not greater than the third surface density coefficient and the third difference meets the preset top cover surface density coefficient deviation range, the target weight of the top cover welding assembly of the target vehicle is determined to meet the preset lightweighting requirements.

8. The lightweight design method for secondary vehicle body systems according to any one of claims 2 to 7, characterized in that, When the target weight of any secondary vehicle body system does not meet the preset lightweighting requirements, the corresponding secondary vehicle body system of the target vehicle is optimized, including: Among the target weights corresponding to all secondary body systems, the optimized target weights that do not meet the preset lightweighting requirements are determined. The optimized target weights include at least one of the optimized target weights of the lower body welded assembly, the side wall welded assembly, and the roof welded assembly. Based on the target weight, determine the secondary body system of the target vehicle to be optimized; The secondary system of the vehicle body to be optimized is optimized based on preset optimization parameters, which include at least one of the vehicle body structure, vehicle body materials and their configuration.

9. A lightweight control device for a vehicle body secondary system, characterized in that, The device includes: The determination module is used to determine the vehicle body data of the target vehicle, including the vehicle energy type, body size and collision performance level; The calculation module is used to calculate the target weight of the secondary body system of the target vehicle based on the vehicle body data. The secondary body system includes a lower body welded assembly, a side panel welded assembly, and a roof welded assembly. The target weight includes the target weight of the lower body welded assembly, the target weight of the side panel welded assembly, and the target weight of the roof welded assembly. The judgment module is used to determine whether the target weight corresponding to each secondary system of the vehicle body in the target weight meets the preset lightweighting requirements; An optimization module is used to optimize the corresponding secondary body system of the target vehicle when the target weight of any secondary body system does not meet the preset lightweighting requirements, until the target weight of all secondary body systems meets the preset lightweighting requirements. The step of calculating the target weight of the secondary body system of the target vehicle based on the vehicle body data includes: Determine the total projected area of ​​the target vehicle on a preset plane based on the vehicle's dimensions; Based on the vehicle's energy type, a corresponding area coefficient is selected from a preset area coefficient. The preset area coefficient is determined based on the statistical average of the ratios of the projected areas of each secondary system of the vehicle body corresponding to multiple vehicles with different energy types on a preset plane to the projected area of ​​the whole vehicle. Alternatively, the vehicle type of the target vehicle is determined, and a corresponding area coefficient is selected from the preset area coefficients based on the vehicle type. The preset area coefficient is determined based on the statistical average of the ratios of the projected areas of each secondary system of the vehicle body corresponding to multiple vehicles with different vehicle types on a preset plane to the projected area of ​​the whole vehicle. The area of ​​each secondary system of the vehicle body is calculated based on the projected area of ​​the entire vehicle and the area coefficient. The areal density coefficients are selected from preset areal density coefficients based on the collision performance level. The preset areal density coefficients are determined based on the statistical average of the ratios of the weights of each secondary body system of multiple vehicles with different collision performance levels to the projected area of ​​the secondary body system of the vehicle on a preset plane. Alternatively, the areal density coefficients are selected from preset areal density coefficients based on the vehicle's energy type and collision performance level. The preset areal density coefficients are determined based on the statistical average of the ratios of the weights of the secondary body systems of multiple vehicles with different energy types and collision performance levels to the projected area of ​​the secondary body system of the vehicle on a preset plane. Based on the area and the areal density coefficient, calculate the target weight of the corresponding secondary body system of the target vehicle; The step of determining whether the target weight corresponding to each secondary system of the vehicle body meets the preset lightweighting requirements includes: Obtain the design area and design weight of each secondary system of the target vehicle body; Calculate the design surface density coefficient based on the design area and design weight respectively; Extract the corresponding areal density coefficient from the target weight of each secondary system of the vehicle body; Subtract the areal density coefficient from the design areal density coefficient to obtain the corresponding difference; Determine whether the design surface density coefficient is greater than the surface density coefficient, and whether the difference meets the preset surface density coefficient deviation range of the corresponding vehicle body secondary system; When the design surface density coefficient is greater than the surface density coefficient and the difference does not meet the preset surface density coefficient deviation range, it is determined that the target weight of the corresponding secondary body system of the target vehicle does not meet the preset lightweighting requirements. When the design surface density coefficient is not greater than the surface density coefficient and the difference meets the preset surface density coefficient deviation range, the target weight corresponding to the secondary body system of the target vehicle is determined to meet the preset lightweighting requirements.

10. A vehicle, characterized in that, The vehicle includes a controller, which includes a memory and a processor, the memory and the processor being communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the lightweight design method for a secondary vehicle body system as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to execute the lightweight design method for a secondary vehicle body system as described in any one of claims 1 to 8.

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