Body-in-white platform bending rigidity setting method, device, equipment, medium and product

Abstract

The invention discloses a body-in-white platform bending rigidity setting method and device, equipment, a medium and a product, and relates to the technical field of automobile body structure design, and the method comprises the steps: determining the deflection of an experimental automobile body based on the loading test data of the experimental automobile body; determining a stiffness value of the experimental vehicle body according to a mapping relation between the deflection of the experimental vehicle body and a load value in the loading test data of the experimental vehicle body; and setting the vehicle body rigidity value of the target vehicle model according to the experimental vehicle body rigidity value, the experimental vehicle body axle distance and the vehicle body axle distance of the target vehicle model. According to the method, a reasonable basic rigidity value is obtained after various parameters are determined through earlier-stage adaptation, the bending rigidity of the target vehicle model only needs to be determined according to the method subsequently, and a competitive product does not need to be searched for testing. The adaptability of the bending rigidity determined by the scheme and the platform chassis is better. The technical problem that the bending rigidity setting cost of the body-in-white platform is high is solved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile body structure design, and in particular to a method, device, equipment, medium and product for setting the bending stiffness of a body-in-white platform. Background Art

[0002] With the rapid development of the automotive industry and the increasing demand of consumers for vehicle performance, the design and development of automobile body-in-white (BIW) has become increasingly important. As the skeleton structure of the automobile, the stiffness of the BIW directly affects the handling, comfort and safety of the entire vehicle. With the trend of automobile platform development, how to efficiently determine the target value of the BIW bending stiffness of different models has become an important challenge for automobile design engineers.

[0003] At present, automobile manufacturers usually use the competitive benchmarking method to determine the body-in-white bending stiffness target. This method first requires purchasing competitive vehicles of the same level, and then obtaining their body-in-white bending stiffness data through experimental testing. During the test, engineers will apply loads to specific locations on the body, measure the deformation of the body, and calculate the bending stiffness value based on the relationship between load and deformation. After obtaining the competitive data, the design team will use this data as a reference and, combined with the characteristics of its own models, set the body-in-white bending stiffness target for the company's new models.

[0004] However, this method based on competitive benchmarking has some limitations. First, purchasing competitive vehicles and testing them requires a lot of money and time, which increases development costs. Secondly, there are some vehicle chassis adjustments and structural designs that directly use bending stiffness values. The bending stiffness values ​​used may result in a low degree of match with their own chassis systems. In addition, when conducting platform development, models of different sizes and types may need to be repeatedly tested for competitive products, which further increases the development cycle and cost. Finally, this method makes it difficult to establish a systematic and predictable body-in-white bending stiffness setting mechanism, which is not conducive to automobile companies accumulating their own core technologies and experience. Summary of the invention

[0005] The main purpose of the present application is to provide a method, device, equipment, medium and product for setting the bending stiffness of a body-in-white platform, aiming to solve the technical problem of high cost in setting the bending stiffness of a body-in-white platform.

[0006] To achieve the above-mentioned purpose, the present application proposes a method for setting the bending stiffness of a body-in-white platform, the method comprising:

[0007] Determine the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body;

[0008] Determining the stiffness value of the experimental vehicle body according to a mapping relationship between the experimental vehicle body deflection and the load value in the loading test data of the experimental vehicle body;

[0009] The body stiffness value of the target vehicle model is set according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model.

[0010] In one embodiment, the step of determining the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body specifically includes:

[0011] Obtaining loading test data of the experimental vehicle body, the loading test data including: a preset load value, a first distance from the load application point to the front shock absorber seat, a second distance from the load application point to the rear shock absorber seat, the wheelbase of the experimental vehicle body, and vehicle body material characteristic data;

[0012] The experimental vehicle body deflection value is calculated according to the preset load value, the first distance, the second distance, the experimental vehicle body wheelbase and vehicle body material characteristic data.

[0013] In one embodiment, the step of obtaining the loading test data of the experimental vehicle body specifically includes:

[0014] Based on the preset load value, a load is applied between the front and rear shock absorber mounts of the vehicle body;

[0015] The first distance, the second distance, the experimental vehicle body wheelbase, and the vehicle body material characteristic data are measured and recorded.

[0016] In one embodiment, the step of determining the stiffness value of the experimental vehicle body according to the mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body specifically includes:

[0017] Obtaining a load value of the test vehicle body in the loading test data;

[0018] The ratio of the load value to the test vehicle body deflection is calculated, and the calculated ratio is used as the test vehicle body stiffness value.

[0019] In one embodiment, the step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model comprises:

[0020] Analyze the cross-sectional structure of the experimental vehicle body and the target vehicle model;

[0021] Determine the similarity of the cross-sectional structure of the test vehicle body and the target vehicle body;

[0022] When the similarity is higher than a preset threshold, the step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model is executed.

[0023] In one embodiment, the step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model specifically includes:

[0024] Determining the proportional relationship between the wheelbase of the experimental vehicle and the wheelbase of the target vehicle;

[0025] The experimental vehicle body stiffness value is used as a reference value, and based on the proportional relationship, the vehicle body stiffness value of the target vehicle model is determined.

[0026] In addition, to achieve the above-mentioned purpose, the present application also proposes a body-in-white platform bending stiffness setting device, the body-in-white platform bending stiffness setting device comprising:

[0027] The test module is used to perform a load test on the experimental vehicle body and obtain the load test data;

[0028] A deflection calculation module, used for calculating the deflection of the experimental vehicle body based on the loading test data;

[0029] A stiffness determination module, used to determine the stiffness value of the experimental vehicle body according to a mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body;

[0030] The target stiffness setting module is used to set the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model.

[0031] In addition, to achieve the above-mentioned purpose, the present application also proposes a body-in-white platform bending stiffness setting device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the body-in-white platform bending stiffness setting method as described above.

[0032] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for setting the bending stiffness of the body-in-white platform are implemented as described above.

[0033] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the method for setting the bending stiffness of the body-in-white platform as described above are implemented.

[0034] One or more technical solutions proposed in this application have at least the following technical effects:

[0035] This application determines the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body; determines the stiffness value of the experimental vehicle body according to the mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body; sets the body stiffness value of the target vehicle model according to the stiffness value of the experimental vehicle body, the wheelbase of the experimental vehicle body and the wheelbase of the target vehicle model.

[0036] Specifically, since this scheme adopts a technical scheme of determining the experimental body deflection based on the loading test data of the experimental body, determining the experimental body stiffness value according to the mapping relationship between the experimental body deflection and the load value in the loading test data, and setting the body stiffness value of the target model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target model, the present invention can obtain the basic stiffness value by actually testing the basic model of the same platform, and then deduce the stiffness value of the target model based on the wheelbase change, which effectively solves the problem of high cost of purchasing competitive vehicles for testing in the prior art, and the low matching degree between the set stiffness and the chassis control of the company, thereby realizing a positive and low-cost method for setting the bending stiffness of the body in white. This method does not need to repeatedly search for competitive vehicles of corresponding sizes for testing to determine the bending stiffness target of the model, avoiding the mismatch problem caused by differences in the structural form of competitive products, chassis adjustment, etc. After determining various parameters through early adaptation, a reasonable basic stiffness value is obtained. Subsequent evolution only needs to determine the bending stiffness target of the target model according to this method, and no competitive product test is required. The bending stiffness determined by this compensation method is more compatible with the platform chassis and can ensure the matching of suspension characteristics under the same platform. The method of the invention provides a whole process of target setting from physical model to theoretical simplification and then to platform foundation expansion, making the setting of body-in-white bending stiffness more scientific and reasonable, and providing strong support for automobile platform development. It solves the technical problem of high cost of setting bending stiffness of body-in-white platform. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0039] Figure 1 A schematic diagram of a process flow provided in Example 1 of a method for setting the bending stiffness of a body-in-white platform of the present application;

[0040] Figure 2A schematic diagram of a flow chart provided for Embodiment 2 of the method for setting the bending stiffness of a body-in-white platform of the present application;

[0041] Figure 3 A schematic diagram of a flow chart provided for Embodiment 3 of the method for setting the bending stiffness of a body-in-white platform of the present application;

[0042] Figure 4 Another flow chart of the third embodiment of the method for setting the bending stiffness of the body-in-white platform of the present application is provided;

[0043] Figure 5 Schematic diagram of the equipment structure of the hardware operating environment involved in the method for setting the bending stiffness of the body-in-white platform in the embodiment of the present application.

[0044] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0045] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0046] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0047] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, etc. The following takes the body-in-white platform bending stiffness setting system as an example to illustrate this embodiment and the following embodiments.

[0048] Based on this, the embodiment of the present application provides a method for setting the bending stiffness of a body-in-white platform, referring to Figure 1 , Figure 1 This is a schematic flow chart of the first embodiment of the method for setting the bending stiffness of the body-in-white platform of the present application.

[0049] In this embodiment, the method for setting the bending stiffness of the body-in-white platform includes steps S10 to S30:

[0050] Step S10, determining the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body;

[0051] Among them, the experimental body refers to the body-in-white sample used for loading test. The loading test data represents the deformation data of the body measured under different loads. Deflection refers to the deformation of the body under load, which is used to represent the stiffness characteristics of the body. The body-in-white refers to the body frame structure that has been welded but has not yet installed other parts. Load refers to the external force applied to the body, which is used to simulate the force conditions in actual use. The deformation represents the displacement of the body under load, usually in millimeters. The simply supported beam model refers to simplifying the body into a beam structure with simple supports at both ends. The wheelbase refers to the distance between the two shock absorber seats of the body.

[0052] Specifically, this step is performed in the initial stage of setting the bending stiffness of the body in white, and is used to obtain experimental data and determine the body deflection. First, the experimental body is fixed on a dedicated test platform to ensure that the connection between the body and the chassis is effectively constrained. Then, the load is applied to the body according to the pre-set loading scheme. Usually, the load is applied at a certain position between the two shock absorber seats of the body. Next, a high-precision displacement sensor is used to measure the deformation of the body. The relationship between the maximum deflection of the body and the applied load, load position, body material properties and body geometric characteristics is derived using the principle of material mechanics. Based on this relationship, the experimental body deflection value can be calculated.

[0053] In some embodiments, the determination of the experimental vehicle body deflection may be achieved in a variety of ways:

[0054] Alternatively, this method treats the vehicle body as a whole and calculates the maximum deflection based on the principle of force and moment balance. First, establish the equilibrium equations for the forces on the vehicle body, taking into account the applied load, the vehicle body's own weight, and the reaction forces at the support points. By solving these equilibrium equations, the reaction forces at the support points are obtained. Then, using the basic principles of material mechanics, establish an equation to describe the deformation of the vehicle body. This equation usually involves the size of the load, the location of action, the geometric parameters of the vehicle body (such as length), and the material properties (such as elastic modulus). Solving this equation gives the maximum deflection of the vehicle body. The advantage of this method is that the calculation is relatively simple and the deflection estimate can be quickly obtained, which is suitable for preliminary analysis or situations where a quick assessment is required.

[0055] It is understandable that other methods may be used to determine the experimental vehicle body deflection, such as numerical simulation method, acoustic measurement method, etc., which are not limited here.

[0056] Step S20, determining the stiffness value of the experimental vehicle body according to the mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body;

[0057] Among them, the test body deflection indicates the deformation of the test body during the loading test. The load value refers to the magnitude of the external force applied to the test body during the loading test. The mapping relationship is used to indicate the corresponding relationship between the test body deflection and the load value. The test body stiffness value refers to the ability of the test body to resist deformation, which is usually expressed as the ratio of load to deflection.

[0058] Specifically, this step is performed after obtaining the deflection data of the experimental vehicle body. First, it is necessary to analyze the deflection changes of the experimental vehicle body under different loads and establish a load-deflection curve. Then, based on the slope of the curve or the load-deflection ratio at a specific load point, the stiffness value of the experimental vehicle body is calculated. This stiffness value reflects the overall rigidity characteristics of the experimental vehicle body and is an important basic data for subsequently determining the stiffness of the target vehicle model.

[0059] In some embodiments, the determination of the experimental vehicle body stiffness value may be achieved in a variety of ways:

[0060] Optionally, a linear regression method can be used to linearly fit the load-deflection curve, and the slope of the fitted line can be obtained as the stiffness value. The specific steps include: collecting multiple sets of load and corresponding deflection data; drawing a load-deflection scatter plot; using the least squares method to perform linear regression to obtain the fitted line equation; and taking the slope of the fitted line as the stiffness value.

[0061] Optionally, a specific load point can be selected and the load-deflection ratio of the point can be directly calculated as the stiffness value. The specific steps include: selecting a representative load point, such as a 50% maximum load point; finding the deflection value corresponding to the load; calculating the load-deflection ratio; and using the calculated ratio as the stiffness value.

[0062] It is understandable that other mathematical or statistical methods may also be used to determine the stiffness value, such as polynomial fitting, piecewise linear fitting, etc., which are not limited here.

[0063] Step S30, setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model;

[0064] The experimental vehicle body stiffness value refers to the stiffness value of the experimental vehicle body determined in step S20. The experimental vehicle body wheelbase represents the distance between the front and rear axles of the experimental vehicle body. The target vehicle model refers to a newly developed vehicle model for which a stiffness value needs to be set. The vehicle body wheelbase of the target vehicle model refers to the distance between the front and rear axles of the newly developed vehicle model. The vehicle body stiffness value of the target vehicle model refers to the stiffness target value set for the newly developed vehicle model.

[0065] Specifically, this step is the process of setting the stiffness target value for the newly developed target model after determining the stiffness value of the experimental body. First, it is necessary to analyze the structural similarity between the experimental body and the target model, especially the similarity of the cross-sectional structure of the body. Then, considering the relationship between body stiffness and wheelbase, the stiffness value of the experimental body is appropriately adjusted according to the wheelbase difference between the experimental body and the target model, so as to obtain the stiffness target value suitable for the target model. This process requires comprehensive consideration of body structure similarity, wheelbase changes, and other factors that may affect stiffness.

[0066] In some embodiments, the target vehicle body stiffness value may be set in a variety of ways:

[0067] Optionally, a linear ratio method can be used, assuming that stiffness and wheelbase are linearly related. The specific steps include: calculating the ratio of the wheelbase of the target vehicle model to the wheelbase of the experimental vehicle body; multiplying the ratio by the stiffness value of the experimental vehicle body; making necessary corrections to the obtained results, considering other influencing factors; and finally determining the stiffness target value of the target vehicle model.

[0068] Optionally, a more complex nonlinear relationship model can also be used. The specific steps include: establishing a nonlinear mathematical model of stiffness and wheelbase, such as a quadratic function or power function model; substituting the experimental vehicle body data into the model for parameter fitting; using the fitted model to input the wheelbase of the target vehicle model; calculating the predicted stiffness value of the target vehicle model; and appropriately adjusting the predicted value based on engineering experience.

[0069] It is understandable that other methods may be used to set the stiffness value of the target vehicle model, such as finite element analysis method, empirical formula method, etc., which are not limited here.

[0070] In summary, this solution adopts a technical solution of determining the experimental body deflection based on the loading test data of the experimental body, determining the experimental body stiffness value according to the mapping relationship between the experimental body deflection and the load value in the loading test data, and setting the body stiffness value of the target model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target model. Therefore, the present invention can obtain the basic stiffness value by actually testing the basic model of the same platform, and then deduce the stiffness value of the target model based on the wheelbase change, which effectively solves the problem of high cost of purchasing competitive vehicles for testing in the prior art, and the low matching degree between the set stiffness and the chassis control of the company, thereby realizing a positive and low-cost method for setting the bending stiffness of the body in white. This method does not need to repeatedly search for competitive vehicles of corresponding sizes for testing to determine the bending stiffness target of the model, avoiding the mismatch problem caused by differences in the structural form of competitive products, chassis adjustment, etc. After determining various parameters through early adaptation, a reasonable basic stiffness value is obtained. Subsequent evolution only needs to determine the bending stiffness target of the target model according to this method, and no competitive product test is required. The bending stiffness determined by this compensation method is more compatible with the platform chassis, and can ensure the matching of suspension characteristics under the same platform. The method of the present invention provides a whole process of target setting from physical model to theoretical simplification and then to platform foundation expansion, making the setting of body-in-white bending stiffness more scientific and reasonable, and providing strong support for automobile platform development. It solves the technical problem of high cost of setting bending stiffness of body-in-white platform.

[0071] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 Based on the first embodiment, this embodiment provides a more specific method for setting the bending stiffness of the body-in-white platform, as follows:

[0072] Step S201, obtaining loading test data of the experimental vehicle body;

[0073] Among them, the experimental vehicle body refers to the vehicle body sample used for loading test. The loading test data refers to the various parameters and measurement results obtained during the loading test of the experimental vehicle body. The loading test data includes: a preset load value, a first distance from the load application point to the front shock absorber seat, a second distance from the load application point to the rear shock absorber seat, the wheelbase of the experimental vehicle body and the vehicle body material characteristic data; the preset load value represents the predetermined force applied to the vehicle body during the test. The load application point refers to the specific location where the load is applied on the vehicle body. The front shock absorber seat and the rear shock absorber seat refer to the structural components on the vehicle body used to connect the suspension. The first distance and the second distance respectively represent the distance from the load application point to the front and rear shock absorber seats. The wheelbase of the experimental vehicle body refers to the distance from the center of the front wheel to the center of the rear wheel.

[0074] Specifically, when setting the bending stiffness of the body-in-white platform, it is first necessary to obtain the loading test data of the experimental body as the basic data. This step is usually performed in a dedicated body test laboratory. Engineers will fix the experimental body on the test bench and then apply a preset load at a specific position. During the loading process, various sensors and measuring equipment are used to record data such as the position of the load application point, the load size, and the deformation of various parts of the body. At the same time, it is also necessary to measure and record the wheelbase of the experimental body and the material properties used. These data will provide an important basis for subsequent deflection calculations and stiffness analysis.

[0075] Step S202, calculating the deflection value of the experimental vehicle body according to the preset load value, the first distance, the second distance, the wheelbase of the experimental vehicle body and the vehicle body material characteristic data;

[0076] This embodiment provides a specific calculation formula, as follows:

[0077]

[0078] Where F represents the load value, a represents the first distance, b represents the second distance, L represents the wheelbase of the experimental vehicle body, EI represents the bending stiffness of the section, that is, the vehicle body material characteristic data in the loading test data, and f represents the deflection value of the experimental vehicle body.

[0079] The derivation of this formula is based on the bending beam theory in material mechanics. First, the car body is simplified into a simply supported beam model. The front and rear shock absorber seats are regarded as the two fulcrums of the beam, and the entire car body is regarded as a beam with a uniform cross-section. This simplification is based on the following assumptions: the material of the beam is a uniform, isotropic linear elastic material; the deformation of the beam is a small deformation, which conforms to Hooke's law; the plane cross-section assumption holds, that is, the deformed cross-section remains plane and perpendicular to the neutral axis after deformation. This formula takes into account factors such as the size and position of the load, the geometric dimensions of the car body, and the material properties. It can more accurately reflect the stiffness characteristics of the car body under a specific load and is an important indicator for evaluating the performance of the car body.

[0080] Specifically, after obtaining the loading test data of the experimental vehicle body, the next step is to use these data and formula (1) to calculate the deflection value of the experimental vehicle body.

[0081] In some embodiments, the experimental vehicle body deflection value can be calculated according to the preset load value, the first distance, the second distance, the experimental vehicle body wheelbase and the vehicle body material characteristic data in a variety of ways:

[0082] Optionally, you can use a spreadsheet software to perform the calculation. First, enter all known parameters in the spreadsheet, including F, a, b, L, E, and I. Then set up a cell and enter the given deflection calculation formula. Finally, by referencing each parameter cell, the deflection value δ is automatically calculated. This method is simple to operate and facilitates parameter adjustment and sensitivity analysis. Spreadsheets can also be used to easily create charts that intuitively show the impact of different parameters on deflection. In addition, multiple scenarios can be set up to quickly compare the deflection performance under different load conditions or material selections.

[0083] Alternatively, another approach is to develop a specialized calculation program. Use a programming language such as C++ or Python to write a program that accepts various parameters entered by the user and then calculates the deflection value based on the formula. The program can include functions such as data validation, unit conversion, and result visualization to improve the efficiency and accuracy of the calculation. The advantage of this method is that batch calculations can be performed and large amounts of data can be processed quickly. At the same time, more complex calculation models can be integrated, such as considering nonlinear factors or the influence of dynamic loads. The program can also be connected to a database to store and manage the calculation results of different models for subsequent analysis and comparison.

[0084] It is understandable that other methods may be used to calculate the experimental vehicle body deflection value, which are not limited here, and the most suitable calculation method may be selected according to specific needs.

[0085] Step S203, obtaining the load value of the test vehicle body in the loading test data;

[0086] The load test data refers to the various measurement results and parameters recorded during the experiment. The load value refers to the magnitude of the force applied to the test vehicle body during the load test, usually expressed in Newtons (N). The acquisition operation means extracting or reading specific information from an existing data set.

[0087] Specifically, step S203 is performed after completing the loading test of the experimental vehicle body and recording the relevant data. The purpose of this step is to extract the load value applied to the experimental vehicle body from the previously obtained loading test data. This load value is one of the key parameters for the subsequent calculation of the experimental vehicle body stiffness. The load value is obtained in order to accurately quantify the force applied to the vehicle body during the test, which is crucial for the subsequent analysis of the deformation response of the vehicle body and the calculation of stiffness.

[0088] In some embodiments, step S203 can be implemented in a variety of ways:

[0089] Optionally, this can be achieved using an automated data acquisition system. In this method, the load test equipment is equipped with a force sensor that measures and records the load applied to the test vehicle body in real time. During the test, the force sensor transmits the measured load data to the data acquisition system. The data acquisition system automatically records the load changes throughout the test. After the test, the system automatically processes the raw data and extracts the maximum load value or the load value at a specific moment, depending on the test requirements. Finally, the system saves the extracted load value in the test database for subsequent analysis. This method has the advantages of high precision and high efficiency, and is particularly suitable for situations where a large number of repeated tests are required.

[0090] It is understandable that this step can also be implemented in other ways, such as inferring the load value by analyzing the strain distribution of the test vehicle body, etc., which is not limited here. Regardless of the method used, the key is to ensure that the load value obtained is accurate and reliable to ensure the accuracy of the subsequent stiffness calculation.

[0091] Step S204, calculating the ratio of the load value to the test vehicle body deflection, and using the calculated ratio as the test vehicle body stiffness value;

[0092] This embodiment provides a specific calculation formula, as follows:

[0093]

[0094] Where S represents the experimental vehicle body stiffness value.

[0095] Specifically, step S204 is performed after obtaining the load value and the deflection of the test vehicle body. The purpose of this step is to determine the stiffness value of the test vehicle body by calculating the ratio of the load value to the deflection. Formula (2) gives a specific calculation method, that is, the load value F is divided by the deflection f to obtain the stiffness value. This calculation method is based on the physical definition of stiffness, that is, the force required for unit deformation.

[0096] In some embodiments, step S204 can be implemented in a variety of ways:

[0097] Optionally, an automated data processing system can be used to implement this. First, the system retrieves the previously obtained load value F from the database and divides it by the deflection f to obtain the stiffness value. Then, the system automatically performs the division operation and calculates the value according to formula (2). After the calculation is completed, the system marks the result as the experimental body stiffness value S and automatically stores it in the database. At the same time, the system may generate a report showing the original data, the calculation process, and the final result. The advantages of this method are that it can quickly process large amounts of data, reduce human errors, and can update the results in real time. It is particularly suitable for scenarios where multiple tests or batch processing of data are required.

[0098] It is understandable that this step can also be implemented in other ways, such as using specialized body test analysis software that may integrate data acquisition, calculation, and result visualization functions; or writing scripts through programming languages ​​(such as Python or MATLAB) to achieve more complex data processing and analysis processes, which are not limited here. Regardless of the method used, the key is to ensure the accuracy of the calculation and the reliability of the results, so as to provide effective data support for subsequent body design and optimization.

[0099] Step S205, determining the proportional relationship between the wheelbase of the experimental vehicle body and the wheelbase of the target vehicle body;

[0100] Specifically, step S205 is a step performed to set the stiffness value of the target vehicle model after obtaining the stiffness value of the experimental vehicle body. The purpose of this step is to establish the relationship between the experimental vehicle body and the target vehicle model, and to provide a basis for the subsequent adjustment of the stiffness value. By determining the proportional relationship of the wheelbase, we can quantify the size difference between the two vehicle models, which is crucial for the subsequent calculation of the stiffness value of the target vehicle model based on the stiffness value of the experimental vehicle body. This method is based on an assumption that there is a certain correlation between the vehicle body stiffness and the wheelbase. By establishing this relationship, the stiffness values ​​can be converted and predicted between vehicle models of different sizes.

[0101] Step S206, taking the experimental vehicle body stiffness value as a reference value and based on the proportional relationship, determining the vehicle body stiffness value of the target vehicle model;

[0102] This embodiment provides a specific calculation formula, as follows:

[0103] Since a, b, and L can all be expressed as a linear function of the wheelbase, the bending stiffness of the vehicle body can be obtained as:

[0104]

[0105] Where k is a dimensionless coefficient used to express the relationship between a, b, L and wheelbase.

[0106] Based on formula (3), we have the following formula:

[0107]

[0108] Where S1 represents the body stiffness value of the target vehicle model, and L1 represents the body wheelbase of the target vehicle model.

[0109] Specifically, step S206 is executed after determining the wheelbase ratio relationship, with the purpose of calculating the stiffness value of the target vehicle model based on the stiffness value of the experimental vehicle body. For formula (3), in the simplified model, we can regard the vehicle body as a simply supported beam. For a simply supported beam, its stiffness is inversely proportional to the cube of the length. Here L represents the wheelbase, which can be approximately regarded as the length of the beam. For formula (4), this formula is derived from formula (3). Since this solution is applicable to vehicle models planned on a platform, from the perspective of various dimensional expansions of each vehicle model, the overall configuration of each vehicle model will not change significantly. At this time, the k values ​​of the two vehicles (experimental vehicle body and target vehicle model) are the same. Therefore, formula (4) holds;

[0110] This step is based on formulas (3) and (4), and utilizes the functional relationship between body stiffness and wheelbase. Formula (3) shows that the bending stiffness of the body can be expressed as a function of the wheelbase, where k is a coefficient that reflects the structural characteristics of the body. Formula (4) directly gives the relationship between the stiffness value S1 of the target vehicle model and the stiffness value S of the experimental vehicle model, which takes into account the difference in wheelbase between the two models. In this way, we can estimate the stiffness value of the target vehicle model without actual testing, providing an important reference for body design.

[0111] In some embodiments, step S206 can be implemented in a variety of ways:

[0112] Optionally, a dedicated vehicle body stiffness analysis software can be used to implement this. First, the stiffness value S, wheelbase L of the experimental vehicle body, and the wheelbase L1 of the target vehicle model are input into the software. The software automatically applies formula (4) to calculate the stiffness value S1 of the target vehicle model. In this process, the software may use a built-in mathematical model to determine the value of the coefficient k, which may be based on a large amount of historical data or theoretical analysis. After the calculation is completed, the software will generate a report showing the calculation process and results, and may also include stiffness prediction curves under different wheelbases. This method can quickly process complex calculations and provide visual results, which helps engineers conduct in-depth analysis and decision-making.

[0113] It is understandable that this step can also be implemented in other ways, such as using a programming language (such as Python or MATLAB) to write a script to automate the entire calculation and analysis process, which can include a more complex mathematical model to accurately estimate the k value; or combining finite element analysis software to establish a parametric model to simulate the effect of different wheelbases on body stiffness, thereby obtaining a more accurate prediction result, which is not limited here. Regardless of the method used, the key is to ensure the accuracy of the calculation process and the reliability of the results, so as to provide effective guidance for subsequent body design and optimization.

[0114] In summary, first, the system applies a load between the front and rear shock absorbers of the vehicle body based on a preset load value. This step simulates the bending force that the vehicle body is subjected to during actual driving and provides basic data for subsequent calculations. Next, the system accurately measures and records several key parameters: the distance from the load application point to the front shock absorber (first distance), the distance from the load application point to the rear shock absorber (second distance), the experimental vehicle body wheelbase, and the vehicle body material property data. These data fully reflect the geometric characteristics and material properties of the vehicle body, which are crucial for accurately calculating the vehicle body deflection.

[0115] Then, the system uses these loading test data and combines the principles of material mechanics to calculate the deflection value of the experimental body. The deflection value directly reflects the degree of deformation of the body under a given load and is an important indicator for evaluating the body stiffness. Next, the system extracts the load value from the loading test data and calculates the ratio between it and the experimental body deflection calculated previously. This ratio is the stiffness value of the experimental body, which quantifies the body's ability to resist deformation.

[0116] Finally, the system enters the stage of setting the stiffness value of the target vehicle model. It comprehensively considers three key factors: the stiffness value of the experimental body, the wheelbase of the experimental body, and the wheelbase of the target vehicle model. By establishing the wheelbase ratio between the experimental body and the target vehicle model, the system can scientifically calculate the stiffness value that the target vehicle model should have. This step reflects the scalability and versatility of the method, allowing the stiffness values ​​of different models on the same platform to be obtained through simple calculations.

[0117] In summary, in the embodiment of the present application, the method of calculating the deflection and stiffness values ​​based on the actual loading test data of the experimental vehicle body and inferring the stiffness value of the target vehicle model through the wheelbase ratio relationship is adopted, so the cumbersome process of purchasing and testing multiple competing vehicles in the traditional method is avoided, and the technical problems of high cost and low efficiency in setting the bending stiffness of the body-in-white platform are effectively solved, thereby realizing a more economical, efficient and scientific stiffness setting method. This innovative method establishes a systematic and predictable stiffness setting mechanism, so that the stiffness values ​​of different models under the same platform can be obtained through simple calculations, greatly improving the efficiency and accuracy of platform development.

[0118] Since the stiffness value is calculated based on the company's own experimental body data, it has a better match with the company's chassis system and handling characteristics, solving the mismatch problem that may be caused by directly using competitor data. This method ensures the consistency and reliability of the design and helps improve the performance of the vehicle. In addition, this method provides a unified standard and method for the development of models of different sizes and types, which is conducive to the accumulation of core technologies and experience by automobile companies and enhances the technical competitiveness of enterprises.

[0119] By reducing the reliance on competing vehicles, this method not only significantly reduces development costs, but also significantly shortens the development cycle. For automakers, this means faster market response and stronger cost competitiveness. At the same time, due to the scientific and systematic nature of the method, it also ensures the consistency and reliability of vehicle performance, which is conducive to improving product quality and brand image.

[0120] In general, the present invention provides a complete solution from experimental data collection to theoretical calculation and then to platform application. It not only simplifies the process of setting the bending stiffness of the body in white, but also improves the accuracy and scientificity of the setting. The application of this method will greatly promote the process of automobile platform development, bring significant technological progress to the field of automobile body in white design, and promote the development of the automobile industry in a more efficient and economical direction.

[0121] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those of the above-mentioned first and second embodiments can be referred to the above introduction, and will not be described in detail later. Figure 3 and Figure 4 This embodiment provides a test method for an experimental vehicle body and a method for determining the similarity between the experimental vehicle body and the target vehicle body, as follows:

[0122] refer to Figure 3 , the test method of the experimental body is as follows:

[0123] Step S301, applying a load between the front and rear shock absorbers of the vehicle body based on a preset load value;

[0124] The preset load value refers to the predetermined force applied to the vehicle body. The front and rear shock absorber mounts refer to structural components on the vehicle body used to connect the suspension system. The load refers to the external force applied to the vehicle body.

[0125] Specifically, step S301 is performed at the initial stage of the experimental vehicle body loading test. The purpose of this step is to simulate the bending stress that the vehicle may encounter during actual use, and to provide conditions for subsequent measurement of vehicle body deformation. Engineers will apply a known force between the front and rear shock absorber mounts of the experimental vehicle body according to the pre-set load value. This force is usually applied through a special loading device to ensure the accuracy of the force size and direction.

[0126] In some embodiments, this step can be implemented in a variety of ways:

[0127] Optionally, a hydraulic loading system can be used to apply the load. First, the test vehicle body is fixed on a dedicated test bench to ensure that the vehicle body is stable. Then, the pressure of the hydraulic system is adjusted according to the preset load value. Next, the load is applied at a specific position between the front and rear shock absorber mounts of the vehicle body by a hydraulic cylinder. Finally, a high-precision force sensor is used to monitor the load value in real time to ensure that it matches the preset value.

[0128] Alternatively, gravity loading can be used. First, hang the test vehicle body on a support frame so that it is in a free state. Then, place pre-weighed weights or objects at the specified position between the front and rear shock mounts of the vehicle body to achieve the preset load value. Next, use a precision balance to check the actual weight applied to ensure that it is consistent with the preset load value. Finally, ensure that the load is evenly distributed between the front and rear shock mounts by adjusting the position of the weights.

[0129] It is understandable that other methods may be used to implement load application, such as using an electric screw loading device or a pneumatic loading system, etc., which are not limited here.

[0130] Step S302, measuring and recording the first distance, the second distance, the wheelbase of the experimental vehicle body, and the vehicle body material characteristic data;

[0131] Specifically, step S302 is performed after the load is applied, with the purpose of obtaining the key dimensions and material property data of the experimental vehicle body. These data will be used for subsequent deflection calculations and stiffness analysis. Engineers need to accurately measure the distances from the load application point to the front and rear shock absorber mounts, which are crucial for calculating the stress conditions of the vehicle body. At the same time, measuring the wheelbase of the experimental vehicle body can help analyze the overall structural characteristics of the vehicle body. In addition, obtaining the material property data of the vehicle body can provide the necessary parameters for subsequent stiffness calculations.

[0132] In some embodiments, this step can be implemented in a variety of ways:

[0133] Optionally, high-precision measuring tools can be used for manual measurement. First, use a laser rangefinder to measure the distance from the load point to the front and rear shock absorber mounts to ensure measurement accuracy. Then, use a tape measure or measuring wheel to measure the wheelbase of the experimental vehicle body. Multiple measurements are required to obtain an average value to improve accuracy. Next, use a material hardness tester to test the hardness of multiple points on the vehicle body to deduce the elastic modulus of the material. Finally, use an ultrasonic thickness gauge to measure the thickness of key parts of the vehicle body, and obtain complete material characteristic parameters in combination with the material database.

[0134] It is understandable that data measurement and recording may also be achieved in other ways, such as using an optical measurement system or a fully automatic measurement station, etc., which are not limited here.

[0135] refer to Figure 4,The similarity judgment method between the experimental vehicle body and the target vehicle body is as follows;

[0136] Step S303, analyzing the cross-sectional structures of the test vehicle body and the target vehicle body;

[0137] Among them, the experimental body refers to the body sample used for loading test. The target model refers to the newly developed model for which the bending stiffness needs to be set. The cross-sectional structure of the body refers to the cross-sectional shape and structural characteristics of the body on the plane perpendicular to the longitudinal axis of the vehicle. Analysis refers to the detailed inspection and evaluation of the cross-sectional structure of the body.

[0138] Specifically, step S303 is executed by the body-in-white platform bending stiffness setting system after obtaining the experimental body test data and before starting to set the stiffness value of the target vehicle model. In this step, the system will automatically compare the cross-sectional structures of the experimental body and the target vehicle model to provide a basis for subsequent judgment of the similarity between the two. The system will analyze the cross-sectional drawings or three-dimensional models of the two models, focusing on the shape, size and connection method of the main load-bearing structures, such as the side panels, floors, door sills, roofs and other parts. At the same time, the system will also consider factors such as material use and reinforcement arrangement to fully understand the similarities and differences between the two models in structural design concepts.

[0139] In some embodiments, the body-in-white platform bending stiffness setting system can implement this analysis step in a variety of ways:

[0140] Optionally, the system can integrate a computer-aided design (CAD) module for analysis. First, the system automatically imports the 3D models of the test vehicle body and the target vehicle model. Then, the two vehicle models are virtually cut at the same preset position to generate a cross-sectional view. Next, the system uses the built-in measurement algorithm to automatically compare the key dimensions of the cross-sections of the two vehicle models, such as vehicle width, roof height, door sill thickness, etc. Finally, the system uses the layer overlay function to overlap the two cross-sections and generate a structural difference report.

[0141] It is understandable that the system can also use other methods to achieve cross-sectional structural analysis, such as using a virtual reality module for three-dimensional comparison or using a machine learning algorithm to assist in identifying structural features, etc., which are not limited here.

[0142] Step S304, determining the similarity of the cross-sectional structure of the test vehicle body and the target vehicle body;

[0143] Among them, similarity refers to the degree of similarity between the cross-sectional structures of two vehicle models in terms of shape, size and function. Determine means to evaluate the similarity by quantitative or qualitative methods. The similarity of the cross-sectional structure of the vehicle body is used to measure the reference value of the experimental vehicle body data to the target vehicle model.

[0144] Specifically, step S304 is executed immediately by the body-in-white platform bending stiffness setting system after completing the cross-sectional structural analysis. In this step, the system automatically quantifies the structural similarity between the experimental body and the target model, providing a basis for the subsequent decision on whether to directly apply the experimental data. The system will comprehensively consider multiple factors, such as the shape similarity of the main structural parts, the degree of deviation of key dimensions, the comparison of material strength, the consistency of connection methods, etc. The system combines these factors through preset scoring criteria or built-in similarity calculation models, and automatically calculates a value or grade that can reflect the overall similarity.

[0145] In some embodiments, the body-in-white platform bending stiffness setting system can achieve similarity determination in a variety of ways:

[0146] Optionally, the system can use a multi-dimensional scoring algorithm. First, the system automatically extracts relevant data based on preset evaluation dimensions, such as overall shape, main dimensions, material properties, connection methods, etc. Then, the system applies a built-in weight matrix to reflect the degree of influence of each dimension on the vehicle body performance. Next, the system automatically scores each dimension, for example, using a score of 1-10 to indicate the degree of similarity. Finally, the system calculates the weighted average score to obtain the overall similarity.

[0147] It is understandable that the system can also determine the similarity in other ways, such as using a machine learning module to train a similarity prediction model, or performing similarity assessment through multiple simulation analyses, etc., which are not limited here.

[0148] Step S305, when the similarity is higher than a preset threshold, executing the step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model;

[0149] The preset threshold refers to the similarity judgment standard preset by the system. The experimental vehicle body stiffness value represents the bending stiffness of the experimental vehicle body obtained through testing. The experimental vehicle body wheelbase and the target vehicle body wheelbase refer to the center distance between the front and rear wheels of the two vehicle models, respectively. Setting the target vehicle body stiffness value refers to determining a suitable bending stiffness target for the newly developed vehicle model.

[0150] Specifically, step S305 is the conditional judgment and subsequent operation performed by the body-in-white platform bending stiffness setting system after determining the similarity. In this step, the system will automatically determine whether the experimental data can be directly used to derive the stiffness value of the target vehicle model to ensure the reliability of the derivation result. When the system detects that the similarity exceeds the preset threshold, it will consider that the two vehicle models are sufficiently comparable in structure, and then start the target vehicle model stiffness value setting program based on the experimental body data. This automated method can greatly simplify the stiffness setting process and avoid complete experimental testing for each new vehicle model.

[0151] In some embodiments, the body-in-white platform bending stiffness setting system can implement this condition judgment and stiffness setting step in a variety of ways:

[0152] Optionally, the system can use a linear proportional method. First, the system automatically compares the calculated similarity with a preset threshold. Then, if the similarity is higher than the threshold, the system calculates the wheelbase ratio of the target vehicle model and the experimental vehicle body. Next, the system automatically adjusts the stiffness value of the experimental vehicle body based on a preset inverse relationship model between stiffness and wheelbase. Finally, the system fine-tunes the adjusted stiffness value in combination with the built-in engineering experience database to obtain the final stiffness setting value of the target vehicle model.

[0153] It is understandable that the system can also use other methods to implement condition judgment and stiffness setting, such as using a nonlinear regression model to predict stiffness, or combining a finite element analysis module to optimize stiffness, etc., which are not limited here.

[0154] In addition, the embodiment of the present application further provides a body-in-white platform bending stiffness setting device, the body-in-white platform bending stiffness setting device comprising:

[0155] The test module is used to perform a load test on the experimental vehicle body and obtain the load test data;

[0156] A deflection calculation module is used to calculate the deflection of the experimental vehicle body based on the loading test data;

[0157] A stiffness determination module, used to determine the stiffness value of the experimental vehicle body according to a mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body;

[0158] The target stiffness setting module is used to set the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model.

[0159] The body-in-white platform bending stiffness setting device provided in the embodiment of the present application adopts the body-in-white platform bending stiffness setting method in the above embodiment, which can solve the technical problem of high cost of setting the body-in-white platform bending stiffness. Compared with the prior art, the beneficial effects of the body-in-white platform bending stiffness setting device provided in the embodiment of the present application are the same as the beneficial effects of the body-in-white platform bending stiffness setting method provided in the above embodiment, and other technical features in the body-in-white platform bending stiffness setting device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0160] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the method for setting the bending stiffness of the body-in-white platform of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0161] The present application provides a body-in-white platform bending stiffness setting device, the body-in-white platform bending stiffness setting device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the body-in-white platform bending stiffness setting method in the above-mentioned embodiment one.

[0162] Reference below Figure 5 , which shows a schematic diagram of the structure of the body-in-white platform bending stiffness setting device suitable for implementing the embodiment of the present application. The body-in-white platform bending stiffness setting device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The illustrated BIW platform bending stiffness setting device is merely an example and should not impose any limitation on the functions and scope of use of the embodiments of the present application.

[0163] like Figure 5As shown, the body-in-white platform bending stiffness setting device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the xxx device are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the BIW platform bending stiffness setting device to communicate with other devices wirelessly or by wire to exchange data. Although the BIW platform bending stiffness setting device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0164] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0165] The BIW platform bending stiffness setting device provided by the present application adopts the BIW platform bending stiffness setting method in the above-mentioned embodiment, which can solve the technical problem of high cost of setting the BIW platform bending stiffness. Compared with the prior art, the beneficial effects of the BIW platform bending stiffness setting device provided by the present application are the same as the beneficial effects of the BIW platform bending stiffness setting method provided by the above-mentioned embodiment, and other technical features in the BIW platform bending stiffness setting device are the same as the features disclosed in the method of the previous embodiment, which will not be described in detail here.

[0166] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0167] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0168] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, the computer-readable program instructions being used to execute the method for setting the bending stiffness of a body-in-white platform in the above-mentioned embodiment.

[0169] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0170] The computer-readable storage medium may be included in the BIW platform bending stiffness setting device; or may exist independently without being assembled into the BIW platform bending stiffness setting device.

[0171] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0172] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned method for setting the bending stiffness of the body-in-white platform, and can solve the technical problem of high cost of setting the bending stiffness of the body-in-white platform. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the method for setting the bending stiffness of the body-in-white platform provided in the above-mentioned embodiment, and will not be elaborated here.

[0173] The present application also provides a computer program product, including a computer program, which implements the steps of the above-mentioned method for setting the bending stiffness of the body-in-white platform when executed by a processor.

[0174] The computer program product provided in this application can solve the technical problem of high cost of setting the bending stiffness of the body-in-white platform. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the method for setting the bending stiffness of the body-in-white platform provided in the above embodiment, which will not be repeated here.

[0175] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for setting the bending stiffness of a body-in-white platform, characterized in that: The method for setting the bending stiffness of the body-in-white platform comprises: Determine the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body; Determining the stiffness value of the experimental vehicle body according to a mapping relationship between the experimental vehicle body deflection and the load value in the loading test data of the experimental vehicle body; The body stiffness value of the target vehicle model is set according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model.

2. The method according to claim 1, characterized in that The step of determining the deflection of the experimental vehicle body based on the loading test data of the experimental vehicle body specifically includes: Obtaining loading test data of the experimental vehicle body, the loading test data including: a preset load value, a first distance from the load application point to the front shock absorber seat, a second distance from the load application point to the rear shock absorber seat, the wheelbase of the experimental vehicle body, and vehicle body material characteristic data; The experimental vehicle body deflection value is calculated according to the preset load value, the first distance, the second distance, the experimental vehicle body wheelbase and vehicle body material characteristic data.

3. The method according to claim 2, characterized in that The step of obtaining the loading test data of the experimental vehicle body specifically includes: Based on the preset load value, a load is applied between the front and rear shock absorber mounts of the vehicle body; The first distance, the second distance, the experimental vehicle body wheelbase, and the vehicle body material characteristic data are measured and recorded.

4. The method according to claim 3, characterized in that The step of determining the stiffness value of the experimental vehicle body according to the mapping relationship between the experimental vehicle body deflection and the load value in the loading test data of the experimental vehicle body specifically includes: Obtaining a load value of the test vehicle body in the loading test data; The ratio of the load value to the test vehicle body deflection is calculated, and the calculated ratio is used as the test vehicle body stiffness value.

5. The method according to claim 1, characterized in that The step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model previously includes: Analyze the cross-sectional structure of the experimental vehicle body and the target vehicle model; Determine the similarity of the cross-sectional structure of the test vehicle body and the target vehicle body; When the similarity is higher than a preset threshold, the step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model is executed.

6. The method according to claim 1, characterized in that The step of setting the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model specifically comprises: Determining the proportional relationship between the wheelbase of the experimental vehicle and the wheelbase of the target vehicle; The experimental vehicle body stiffness value is used as a reference value, and based on the proportional relationship, the vehicle body stiffness value of the target vehicle model is determined.

7. A device for setting the bending stiffness of a body-in-white platform, characterized in that: The device comprises: The test module is used to perform a load test on the experimental vehicle body and obtain the load test data; A deflection calculation module, used for calculating the deflection of the experimental vehicle body based on the loading test data; A stiffness determination module, used to determine the stiffness value of the experimental vehicle body according to a mapping relationship between the deflection of the experimental vehicle body and the load value in the loading test data of the experimental vehicle body; The target stiffness setting module is used to set the body stiffness value of the target vehicle model according to the experimental body stiffness value, the experimental body wheelbase and the body wheelbase of the target vehicle model.

8. A body-in-white platform bending stiffness setting device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for setting the bending stiffness of a body-in-white platform according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for setting the bending stiffness of the body-in-white platform according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of setting the bending stiffness of the body-in-white platform according to any one of claims 1 to 6 are implemented.

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