Automobile body-in-white performance detection method, device, medium and product

Abstract

The invention discloses an automobile body-in-white performance detection method and device, a medium and a product, and relates to the field of body-in-white performance detection.The method comprises the steps that performance indexes of a body-in-white to be detected are obtained; determining a top performance coefficient based on the load-vehicle curb mass ratio and a corresponding standard range; determining a side door performance coefficient based on the side door extrusion resistance force and a corresponding standard range; safety belt / seat performance coefficients are determined based on the safety belt / seat fixing point strength and the corresponding standard range; determining a torsional rigidity performance coefficient based on the torsional rigidity and a corresponding standard range; determining a leakage rate performance coefficient based on the maximum leakage rate and the corresponding standard range; determining a lightweight performance coefficient based on the lightweight coefficient and a corresponding standard range; determining a utilization rate performance coefficient based on the material utilization rate and a corresponding standard range; and determining a total performance coefficient according to each performance coefficient so as to determine the performance grade of the to-be-detected body-in-white. According to the invention, the body-in-white performance detection accuracy is improved.

Description

Technical Field

[0001] The present application relates to the field of body-in-white performance testing, and in particular to a method, equipment, medium and product for testing the performance of an automobile body-in-white. Background Art

[0002] The safety, NVH (Noise, Vibration, Harshness) and handling of the entire vehicle are closely related to the body-in-white. Balancing these performances to achieve the optimal state while ensuring cost control has become a trend in the development of body-in-white technology. At present, the industry lacks a systematic and objective method for testing the performance of automobile body-in-white. Through industry analogies, the existing automobile body-in-white performance testing solutions are relatively subjective, mainly conducting subjective testing in the development and manufacturing process of the body-in-white, the development and application of body-in-white materials, and the production efficiency of the production line. There is no objective quantification, and some objective tests are not comparable due to the lack of unified performance testing methods.

[0003] In summary, the current body-in-white performance testing methods have inaccuracies. Summary of the invention

[0004] The purpose of this application is to provide a method, equipment, medium and product for testing the performance of an automobile body in white, so as to improve the accuracy of the performance testing of the body in white.

[0005] To achieve the above objectives, this application provides the following solutions:

[0006] In a first aspect, the present application provides a method for testing the performance of an automobile body-in-white, comprising:

[0007] Obtain performance indicators of the body-in-white to be tested; the performance indicators include safety performance indicators, NVH performance indicators, lightweight performance indicators and utilization performance indicators; the safety performance indicators include the maximum top load, the side door extrusion resistance and the seat belt / seat fixing point strength; the side door extrusion resistance includes the initial extrusion resistance, the intermediate extrusion resistance and the maximum extrusion resistance; the seat belt / seat fixing point strength includes the front seat belt / seat fixing point strength and the rear seat belt / seat fixing point strength; the NVH performance indicators include torsional stiffness and maximum leakage; the lightweight performance indicators include lightweight coefficients; the utilization performance indicators include material utilization; wherein the maximum top load is determined by a vehicle body top compressive strength test; the side door extrusion resistance is determined by a vehicle body side door extrusion strength test; the seat belt / seat fixing point strength is determined by a vehicle seat belt / seat fixing point strength test; the torsional stiffness is determined by a vehicle body torsional stiffness test; the maximum leakage is determined by a vehicle body air tightness test;

[0008] Determine a load-to-vehicle curb mass ratio, compare the load-to-vehicle curb mass ratio with a corresponding standard range, and obtain a top performance coefficient; the load-to-vehicle curb mass ratio is a ratio of the top maximum load to the vehicle curb mass;

[0009] Comparing the side door extrusion resistance with the corresponding standard range to obtain the side door performance coefficient;

[0010] Compare the seat belt / seat anchor point strength with the corresponding standard range to obtain the seat belt / seat performance coefficient;

[0011] Comparing the torsional stiffness with a corresponding standard range to obtain a torsional stiffness performance coefficient;

[0012] Comparing the maximum leakage with the corresponding standard range to obtain a leakage performance coefficient;

[0013] Comparing the lightweight coefficient with the corresponding standard range to obtain a lightweight performance coefficient;

[0014] Comparing the material utilization rate with the corresponding standard range to obtain the utilization performance coefficient;

[0015] The total performance coefficient is determined based on the top performance coefficient, the side door performance coefficient, the seat belt / seat performance coefficient, the torsional stiffness performance coefficient, the leakage performance coefficient, the lightweight performance coefficient and the utilization performance coefficient, thereby determining the performance level of the body-in-white to be tested.

[0016] Optionally, the torsional stiffness is determined by a vehicle body torsional stiffness test, specifically including:

[0017] Carry out a body torsional stiffness test, use the first displacement sensor to collect the deformation of the left side of the front axle of the body-in-white to be tested, use the second displacement sensor to collect the deformation of the right side of the front axle of the body-in-white to be tested, use the third displacement sensor to collect the deformation of the left side of the rear axle of the body-in-white to be tested, and use the fourth displacement sensor to collect the deformation of the right side of the rear axle of the body-in-white to be tested;

[0018] The torsional stiffness is determined based on the deformation amount of the left side of the front axle, the deformation amount of the right side of the front axle, the deformation amount of the left side of the rear axle, and the deformation amount of the right side of the rear axle.

[0019] Optionally, determining the torsional stiffness according to the deformation amount of the left side of the front axle, the deformation amount of the right side of the front axle, the deformation amount of the left side of the rear axle, and the deformation amount of the right side of the rear axle specifically includes:

[0020] Using the formula Determine the torsional stiffness; where K T is the torsional stiffness; M is the applied torque; d flis the absolute value of the deformation on the left side of the front axle; d fr is the absolute value of the deformation on the right side of the front axle; d rl is the absolute value of the deformation on the left side of the rear axle; d rr is the absolute value of the deformation on the left side of the rear axle; Y f is the distance between the first displacement sensor and the second displacement sensor; Y r is the distance between the third displacement sensor and the fourth displacement sensor.

[0021] Optionally, the calculation formula of the lightweight coefficient is:

[0022]

[0023] Wherein, L is the lightweight coefficient; m bh is the weight of the body-in-white welding assembly; C t is the static torsional stiffness of the body in white; A is the footprint area of ​​the body in white.

[0024] Optionally, the calculation formula of the material utilization rate is:

[0025]

[0026] Among them, η is the material utilization rate; m1 is the weight of the body-in-white sheet metal; m2 is the weight of the blank required for the body-in-white.

[0027] In a second aspect, the present application provides a computer device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any of the above-mentioned methods for detecting performance of a vehicle body-in-white.

[0028] In a third aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the above-mentioned methods for detecting the performance of a vehicle body-in-white.

[0029] In a fourth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements any of the above-mentioned methods for detecting performance of a vehicle body-in-white.

[0030] According to the specific embodiments provided in this application, this application has the following technical effects:

[0031] The present application provides a method, equipment, medium and product for testing the performance of a body-in-white of an automobile, and obtains the performance index of the body-in-white to be tested; the performance index includes a safety performance index, a NVH performance index, a lightweight performance index and an utilization performance index; the load-to-car curb weight ratio is determined, and the load-to-car curb weight ratio is compared with the corresponding standard range to obtain the top performance coefficient; the side door extrusion resistance is compared with the corresponding standard range to obtain the side door performance coefficient; the seat belt / seat fixing point strength is compared with the corresponding standard range to obtain the seat belt / seat performance coefficient; the torsional stiffness is compared with the corresponding standard range to obtain the torsional stiffness performance coefficient; the maximum leakage is compared with the corresponding standard range to obtain the leakage performance coefficient; the lightweight coefficient is compared with the corresponding standard range to obtain the lightweight performance coefficient; the material utilization rate is compared with the corresponding standard range to obtain the utilization performance coefficient; the total performance coefficient is determined according to each performance coefficient, so as to determine the performance level of the body-in-white to be tested. The present application improves the accuracy of the body-in-white performance testing. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] 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 will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0033] Figure 1 A schematic diagram of a process for detecting the performance of an automobile body-in-white provided in one embodiment of the present application;

[0034] Figure 2 This is a schematic diagram of the positioning of the test device;

[0035] Figure 3 A side view showing the placement of the loading device;

[0036] Figure 4 A top view of the loading device placement;

[0037] Figure 5 Schematic diagram of sensor layout points;

[0038] Figure 6 A schematic diagram of the structure of a computer device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0040] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0041] In an exemplary embodiment, Figure 1 As shown, a method for detecting the performance of an automobile body in white is provided, comprising the following steps:

[0042] S1: Obtain the performance indicators of the body-in-white to be tested; the performance indicators include safety performance indicators, NVH performance indicators, lightweight performance indicators and utilization performance indicators; the safety performance indicators include the maximum top load, the side door extrusion resistance and the seat belt / seat fixing point strength; the side door extrusion resistance includes the initial extrusion resistance, the intermediate extrusion resistance and the maximum extrusion resistance; the seat belt / seat fixing point strength includes the front seat belt / seat fixing point strength and the rear seat belt / seat fixing point strength; the NVH performance indicators include torsional stiffness and maximum leakage; the lightweight performance indicators include lightweight coefficients; the utilization performance indicators include material utilization; wherein, the maximum top load is determined by a vehicle body top compressive strength test; the side door extrusion resistance is determined by a vehicle body side door extrusion strength test; the seat belt / seat fixing point strength is determined by a vehicle seat belt / seat fixing point strength test; the torsional stiffness is determined by a vehicle body torsional stiffness test; and the maximum leakage is determined by a vehicle body air tightness test.

[0043] In actual application, the body-in-white to be tested should comply with the product drawings and design documents approved through the prescribed procedures. The materials used should comply with the relevant requirements of GB / T30512 on banned substances in automobiles.

[0044] The performance testing of automobile body-in-white is mainly carried out from the dimensions of safety performance, NVH performance, lightweight performance and material utilization.

[0045] Table 1 Body-in-white performance test dimensions

[0046]

[0047] Unless otherwise specified, all tests should be carried out under the following environmental conditions:

[0048] Ambient temperature: (5~35)℃.

[0049] Relative humidity: (45~75)%.

[0050] Air pressure: (86~106)kPa.

[0051] The wind speed at the testing site should not exceed 5m / s.

[0052] S2: Determine a load-to-vehicle curb mass ratio, compare the load-to-vehicle curb mass ratio with a corresponding standard range, and obtain a top performance coefficient; the load-to-vehicle curb mass ratio is a ratio of the top maximum load to the vehicle curb mass.

[0053] In practical applications, the compressive strength test of the top of the vehicle body is first carried out: a rigid block is used to load a specific part of the top of the vehicle body at a speed of 10mm / s according to a specified angle, and the load value is recorded when the displacement reaches 127mm.

[0054] Test equipment and procedures.

[0055] a) The loading device of the test equipment is a rigid block, the lower surface of which is a flat rectangular surface of 1829 mm × 762 mm.

[0056] b) Fix the vehicle body rigidly on a rigid horizontal surface, close the windows and lock the doors. Fix the convertible or removable roof on top of the passenger compartment. Remove the roof rack or other parts that are not part of the roof structure.

[0057] c) Press Figure 2 The loading device is positioned as shown so that its longitudinal axis inclination angle is 5° downward from the horizontal plane (side view), and the longitudinal axis is parallel to the vertical plane passing through the longitudinal centerline of the vehicle; the lateral axis camber angle is 25° downward from the horizontal plane (front view).

[0058] d) Maintain the positioning specified in c).

[0059] e) Adjust the loading device downward so that it just contacts the roof surface.

[0060] f) Adjust the position of the loading device so that the longitudinal center line of the lower surface of the loading device passes through the center of the contact point or contact area with the roof; except for the situation specified in h), the midpoint of the front edge of the lower surface of the loading device is at the frontmost point of the outer surface of the roof, including the windshield trim passing through the longitudinal center plane of the vehicle, and is within a range of no more than 10mm in the horizontal vertical plane 254mm forward.

[0061] g) If the test vehicle has a high roof or a replaceable roof, and the contact point between the loading device and the roof is located at the high roof or replaceable roof behind the upper roof of the front seats, the midpoint of the rear edge of the lower surface of the loading device should be within 10 mm of the vertical plane of the upper roof of the front seat area.

[0062] h) Move the loading device downward in a direction perpendicular to the lower surface without rotation. The loading speed is 10 mm / s. When the loading displacement reaches 127 mm, record the maximum load during the test.

[0063] Scoring method.

[0064] The roof strength score is based on the ratio of the maximum load measured during the test with the rigid block displacement ranging from 0-127mm to the vehicle's curb weight.

[0065] The strength performance of the roof is mainly evaluated through static testing. The rigid pressure plate of the loading device applies a load to the test vehicle at a speed of about 5mm / s. The loading displacement is >127mm. The ratio of the peak load to the vehicle weight (vehicle curb weight) under the curb weight state (SWR) measured within the range of less than 127mm is used to evaluate the roof compressive strength grade. The larger the SWR, the stronger the roof's ability to withstand pressure.

[0066] Data processing.

[0067] a) The maximum load value and vehicle curb weight must be accurate to integers, and the displacement should be accurate to 0.1mm.

[0068] b) Divide the peak load measured before the rigid block displacement of 127 mm by the vehicle curb weight to obtain the ratio SWR, accurate to 1 decimal place. The vehicle curb weight is the minimum curb weight of the series of models in which the evaluation body is located.

[0069] The roof strength score (top performance coefficient) is calculated according to Table 2.

[0070] Table 2 Roof Strength Score Standard Range

[0071]

[0072] S3: Compare the side door extrusion resistance with the corresponding standard range to obtain the side door performance coefficient.

[0073] In practical applications, a vehicle body side door extrusion strength test is carried out to obtain the side door extrusion resistance.

[0074] Body side door extrusion strength test: For the body in white, load the specified position of the body door at a speed of no more than 12.7mm / s within 120s until the loading device moves 457mm. Record the force-displacement curve during the loading process. By selecting characteristic points, calculate the initial extrusion resistance, intermediate extrusion resistance, and maximum extrusion resistance of the door during the extrusion process.

[0075] Test method.

[0076] a) Adjust the vehicle body condition and remove the car seats, instruments and other interior and exterior parts that may affect the test and the loading or lateral deformation of the vehicle.

[0077] b) The side window glass is at the highest position and all doors are locked. The body skirt opposite the side under test should be against a solid rigid vertical plane. Use a solid device to firmly position the vehicle. The fastening device is installed at or before the center line of the front wheel and at or after the center line of the rear wheel.

[0078] c) The pressure head of the loading device is a steel rigid cylinder or semi-cylinder with a diameter of 305mm and an edge radius of 13mm. Its length should be such that its upper end face is at least 13mm higher than the lower edge of the window, but it cannot touch any components above the lower edge of the window during the test.

[0079] d) The loading device should be Figure 3 and Figure 4 Placement shown:

[0080] A) The axis of the pressure head is vertical.

[0081] B) The axis of the pressure head is aligned with the midpoint of a horizontal line segment drawn along the outer surface of the door 127 mm above the lowest point of the door; its bottom is on the same level as the horizontal line.

[0082] C) The cylindrical surface of the loading device contacts the outer surface of the vehicle door.

[0083] e) During the test, the direction of the indenter movement is perpendicular to the longitudinal center plane of the vehicle, and the load is applied from the outside to the inside until the loading device moves 457 mm. During continuous loading, the movement speed of the loading device shall not exceed 12.7 mm / s and must be completed within 120 seconds. The load and corresponding displacement during the test shall be recorded. During the test, the indenter shall not rotate or change its movement direction.

[0084] f) Based on the recorded results, draw a load curve with the extrusion distance as the variable, and find the integral of the applied load relative to the extrusion distance. Divide the integral by the corresponding extrusion distance. The result is the average force required to deform the door at this distance.

[0085] Scoring method.

[0086] The crush strength score of the car side door is evaluated based on the ratio of the maximum load measured during the test to the benchmark value.

[0087] Data processing: The maximum load value during the test should be accurate to the hundredth place. For the obliquely symmetrical door, a relatively small score should be taken as the final result.

[0088] For the test of obliquely symmetrical doors, high performance values ​​and low performance values ​​correspond to full marks and 0 points respectively. The measured values ​​between the two are respectively obtained by linear interpolation method. The scores are rounded to one decimal place. The relatively small score is taken as the final result.

[0089] The body side door strength score (side door performance coefficient) is calculated according to Table 3.

[0090] Table 3 Body side door strength score standard range

[0091] index High performance limit Low performance limit Points Initial extrusion resistance 14000N 10000N 4 points Middle extrusion resistance 20000N 15560N 4 points Maximum extrusion resistance 4 times the vehicle equipment quality 2 times the vehicle equipment quality 12 points

[0092] S4: Compare the seat belt / seat anchor point strength with the corresponding standard range to obtain the seat belt / seat performance coefficient.

[0093] In practical applications, a car seat belt / seat anchor point strength test is carried out to obtain the seat belt / seat anchor point strength.

[0094] Automobile seat belt / seat fixing point strength test: The test equipment should meet the requirements of GB 14167-2013 standard.

[0095] All seat belt anchorages on the same vehicle body should be tested simultaneously. If there is a possibility of test failure due to asymmetric loading of the seat or anchorage, an additional test may be performed.

[0096] Place the upper and lower human modules on the seat and push them as far back as possible to the backrest. The width of the lower human module selected for each seating position is 254mm or 406mm, and its width should be as close as possible to the distance between the two lower fixing points. The placement of the human module should avoid affecting the loading force and force distribution during the test.

[0097] Apply load in a direction parallel to the longitudinal center plane of the vehicle and 10°±5° upward from the horizontal line. Apply a preload of 500N±100N first.

[0098] The upper and lower human body modules are loaded with a load of 13500N within 60s and maintained for at least 0.2s.

[0099] If the vehicle seat belt fixing point does not fail, continue to apply the load until the load reaches 20250N±200N within 30s. If failure occurs during the loading process, stop the test immediately. And record the maximum load that the seat belt fixing point can withstand during the loading process.

[0100] If the seat belt fixing points are or are all on the car seat, the load should be applied to the car seat at the same time. First, apply a load of 20 times its mass to the car seat; if the seat belt fixing points on the car seat have not failed, continue to apply a load of 30 times its mass.

[0101] If the car seat belt fixing point is on the seat, according to the company's requirements, the seat belt fixing point and seat adjustment device can be reinforced before testing.

[0102] Scoring method.

[0103] The maximum score for the strength of the car's seat belt anchorage point is 10 points. The score is divided into two parts: the strength of the front seat belt / seat anchorage point, the maximum score is 6 points (each seat must meet the load requirements), and the minimum score is 0 points. The strength of the rear seat belt / seat anchorage point, the maximum score is 4 points (each seat must meet the load requirements), and the minimum score is 0 points.

[0104] Data processing: The maximum load value during the test should be accurate to the hundredth place.

[0105] If there are multiple rows of seats, the rear seats receive the lower score.

[0106] For the same seat / row, the scoring basis is the failure of the vehicle seat belt anchor point or the seat anchor point first.

[0107] The seat belt / seat anchor point strength score (seat belt / seat performance coefficient) is calculated according to Table 4. The high performance value and the low performance value correspond to full marks and 0 points respectively. The measured values ​​between the two are linearly interpolated to obtain the corresponding scores, and the scores are rounded to one decimal place.

[0108] Table 4 Safety belt / seat anchorage strength score range

[0109]

[0110] S5: Compare the torsional stiffness with the corresponding standard range to obtain a torsional stiffness performance coefficient.

[0111] As an optional implementation, the torsional stiffness is determined by a vehicle body torsional stiffness test, specifically including:

[0112] Carry out the body torsional stiffness test, use the first displacement sensor to collect the deformation of the left side of the front axle of the body-in-white to be tested, use the second displacement sensor to collect the deformation of the right side of the front axle of the body-in-white to be tested, use the third displacement sensor to collect the deformation of the left side of the rear axle of the body-in-white to be tested, and use the fourth displacement sensor to collect the deformation of the right side of the rear axle of the body-in-white to be tested.

[0113] The torsional stiffness is determined based on the deformation amount of the left side of the front axle, the deformation amount of the right side of the front axle, the deformation amount of the left side of the rear axle, and the deformation amount of the right side of the rear axle.

[0114] In practical applications, a body-in-white torsional stiffness test is performed to obtain the torsional stiffness.

[0115] Preparation before the test.

[0116] The test should be prepared with a complete vehicle body assembly. If the subframe is rigidly fixed to the subframe by bolts or other means, the subframe should be installed. If the automotive glass is directly installed by bonding, then all automotive glass should be installed by bonding. For new energy vehicles, install a complete battery pack or use a counterweight battery pack.

[0117] If bonding techniques and / or bake-hardened steel sheets are used in the body structure, the body needs to be heat treated and finished with paint.

[0118] The body in white is horizontally mounted on the test bench through the front and rear shock absorber fixing points. The front shock absorber fixing points are partially constrained (freedom degree 1), and the rear shock absorber fixing points are partially constrained (freedom degrees 1, 2, and 3). The front and rear anti-collision beams are checked with a level ruler or an inclinometer in the Y direction, and the sill beams on both sides are checked with a level ruler or an inclinometer in the X direction to ensure the level state of the body.

[0119] Selection of loading points and sensor placement.

[0120] Sensors are arranged on the front longitudinal beam, door sill beam, and rear longitudinal beam. They must be arranged at the front and rear axle positions to calculate the inter-axle torsion angle of the front axle relative to the rear axle. Sensor pairs are arranged symmetrically on the longitudinal beam and door sill beam along the length direction of the vehicle body, with an interval of 350mm to 450mm, see Figure 5 .

[0121] Test procedure.

[0122] All displacement sensors were cleared before loading.

[0123] Before measuring, apply a preload of 1000 N·m three times in both clockwise and counterclockwise directions. Check and tighten the test support to eliminate the influence of the body installation clearance on the measurement results.

[0124] The loading and measurement steps are as follows:

[0125] a) Carry out 3 tests clockwise and counterclockwise respectively, and take the average value of the 3 tests as the test result. Load in 4 stages, and maintain each stage for 30 seconds, record the data collected by all displacement sensors at 500N·m, 1000N·m, 1500N·m, and 2000N·m, and then unload.

[0126] b) If the torsional rigidity of the vehicle body is large, the torque M may be increased as appropriate to obtain more accurate test results.

[0127] Experimental data processing.

[0128] The torsional stiffness of the body in white is calculated from the measurement results according to the formula:

[0129]

[0130] Among them, K T is the torsional stiffness; M is the applied torque; d fl is the absolute value of the deformation on the left side of the front axle; d fr is the absolute value of the deformation on the right side of the front axle; d rl is the absolute value of the deformation on the left side of the rear axle; d rr is the absolute value of the deformation on the left side of the rear axle; Y f is the distance between the first displacement sensor and the second displacement sensor; Y r is the distance between the third displacement sensor and the fourth displacement sensor.

[0131] Scoring method.

[0132] The torsional rigidity of the vehicle body is scored according to the measurement results using a stepped score.

[0133] Data processing: The torsional stiffness value of the vehicle body should be accurate to the hundredth place; the unit is N / deg.

[0134] The body torsional stiffness score (torsional stiffness performance coefficient) is calculated according to Table 5.

[0135] Table 5 Car body torsional stiffness score range

[0136]

[0137]

[0138] S6: Compare the maximum leakage with the corresponding standard range to obtain a leakage performance coefficient.

[0139] In practical applications, the vehicle body air tightness test is carried out to obtain the maximum leakage.

[0140] Test method for vehicle body air tightness test:

[0141] (1) The measurement range and measurement accuracy of the air tightness test bench should meet the test requirements. The test should be carried out in a windless environment, and there should be no obstructions within 5m of the air inlet and outlet interfaces of the test bench.

[0142] (2) Place the BIW on the lift and make sure it is safe.

[0143] (3) Use plasticine to seal the mounting holes, snap holes, and other holes on the vehicle body that should be blocked.

[0144] (4) Use plasticine to seal the air conditioning holes, wiring harness holes, pipe holes, pressure relief valve and other installation locations on the vehicle body.

[0145] (5) Gluing and cavity partitioning should meet the technical requirements of the drawings.

[0146] (6) Fix the airtight template on the skylight, four doors and front and rear windshields, and seal them with plasticine to ensure that they are sealed inside and out.

[0147] (7) Use a marker to mark the original unsealed process holes and gaps on the vehicle body as A(i). If the process holes or gaps are relatively hidden, use a smoke generator to find them.

[0148] (8) Connect the exhaust pipe of the airtightness test bench to the large reserved opening of the front door airtightness template. Pass the pressure sensor and airflow return pipe of the airtightness test bench through the small reserved opening of the airtightness template and extend to the middle of the cockpit. Seal the gap between the two reserved openings and the pipe with plasticine to ensure that the gap does not leak.

[0149] (9) Turn on the air tightness test bench and select the negative / positive pressure measurement mode. In the negative pressure mode, gradually increase the pressure from 0Pa to -125Pa. In the positive pressure mode, gradually increase the pressure from 0Pa to 125Pa. After the leakage is stable, read the leakage value and record it. Repeat the measurement three times and take the average value as A.

[0150] Scoring method.

[0151] The body airtightness score is evaluated based on the maximum leakage measured during the test.

[0152] (1) Data processing: The maximum leakage during the test should be accurate to one decimal place; the unit is SCFM (standard cubic feet per minute).

[0153] (2) The vehicle body air tightness score (leakage performance coefficient) is calculated according to Table 6.

[0154] Table 6 Car body air tightness score standard range

[0155] Maximum leakage Score ≤10SCFM 10 points 30SCFM≤Maximum leakage<10SCFM 8 points 50SCFM<Maximum leakage<30SCFM 6 points ≥50SCFM 2 points

[0156] S7: Compare the lightweight coefficient with the corresponding standard range to obtain a lightweight performance coefficient.

[0157] The calculation formula of the lightweight coefficient is:

[0158]

[0159] Wherein, L is the lightweight coefficient; m bh is the weight of the body-in-white welding assembly; C t is the static torsional stiffness of the body in white; A is the footprint area of ​​the body in white.

[0160] The vehicle body lightweight coefficient score (lightweight performance coefficient) is calculated according to Table 7.

[0161] Table 7 Body Lightweight Coefficient Score Standard Range

[0162] L Score ＜2.0 10 points 2.0≤L＜2.5 6 points 2.5≤L≤3.5 3 points ＞3.5 1 point

[0163] S8: Compare the material utilization rate with the corresponding standard range to obtain the utilization performance coefficient.

[0164] In order to facilitate the evaluation of material utilization, the weight involved in the material utilization is statistically calculated according to the theoretical weight. The calculation formula of the material utilization is:

[0165]

[0166] Among them, η is the material utilization rate; m1 is the weight of the body-in-white sheet metal parts, the sum of the weight of the body-in-white stamping parts; m2 is the weight of the blank required for the body-in-white.

[0167] The material utilization score (utilization performance coefficient) is given in Table 8.

[0168] Table 8 Material Utilization Rate Score Standard Range

[0169] Material utilization Score ≥65％ 10 points ≥60% and <65% 8 points ≥55% and <60% 6 points ≥50% and <55% 4 points ＜50％ 0 points

[0170] S9: Determine a total performance coefficient based on the top performance coefficient, the side door performance coefficient, the seat belt / seat performance coefficient, the torsional stiffness performance coefficient, the leakage performance coefficient, the lightweight performance coefficient and the utilization performance coefficient, thereby determining the performance level of the body-in-white to be tested.

[0171] The evaluation is based on the comprehensive score (total performance coefficient) of safety performance, NVH performance, lightweight performance and material utilization. The scores are calculated according to the test items, the scores of each item and the calculation method, and the comprehensive score is obtained by summing them up.

[0172] The test vehicle body is rated with stars based on the comprehensive score, see Table 9 for details.

[0173] Table 9 Performance level range

[0174] Comprehensive score rate Star Rating evaluate ≥90％ 5(★★★★★) excellent ≥85% and <90% 4(★★★★) excellent ≥80% and <85% 3(★★★) good ≥70% and <80% 2(★★) generally ≥60% and <70% 1(★) Difference ＜60％ -- behind

[0175] During the body-in-white design stage, there is no unified body-in-white performance detection and testing method in the industry. With the development of technologies such as digitalization, lightweighting, and low carbonization of automobile bodies, the industry needs professional body-in-white performance detection methods to evaluate the advancement of the body-in-white.

[0176] This application establishes a scientific, standardized and widely applicable automobile body-in-white performance testing system with clear indicators and methods. The test results can be compared with models in the industry, which will promote automobile manufacturers to pay more attention to the safety and environmental protection of the body-in-white, improve the industry level, highlight the body-in-white with high-level design and production technology, and lead the technological progress of the automobile industry.

[0177] In an exemplary embodiment, a computer device is provided. The computer device may be a server or a terminal. The internal structure diagram thereof may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a method for detecting the performance of an automobile body in white is implemented.

[0178] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0179] In an exemplary embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the above-mentioned automobile body-in-white performance detection method when executing the computer program.

[0180] In an exemplary embodiment, a computer-readable storage medium is provided, storing a computer program, and when the computer program is executed by a processor, the above-mentioned automobile body-in-white performance detection method is implemented.

[0181] In an exemplary embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the above-mentioned automobile body-in-white performance detection method is implemented.

[0182] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0183] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM may be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM).

[0184] The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. The non-relational database may include a distributed database based on blockchain, etc., but is not limited thereto. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but is not limited thereto.

[0185] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0186] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for testing the performance of an automobile body-in-white, characterized in that: include: Obtain performance indicators of the body-in-white to be tested; the performance indicators include safety performance indicators, NVH performance indicators, lightweight performance indicators and utilization performance indicators; the safety performance indicators include the maximum top load, the side door extrusion resistance and the seat belt / seat fixing point strength; the side door extrusion resistance includes the initial extrusion resistance, the intermediate extrusion resistance and the maximum extrusion resistance; the seat belt / seat fixing point strength includes the front seat belt / seat fixing point strength and the rear seat belt / seat fixing point strength; the NVH performance indicators include torsional stiffness and maximum leakage; the lightweight performance indicators include lightweight coefficients; the utilization performance indicators include material utilization; wherein the maximum top load is determined by a vehicle body top compressive strength test; the side door extrusion resistance is determined by a vehicle body side door extrusion strength test; the seat belt / seat fixing point strength is determined by a vehicle seat belt / seat fixing point strength test; the torsional stiffness is determined by a vehicle body torsional stiffness test; the maximum leakage is determined by a vehicle body air tightness test; Determine a load-to-vehicle curb mass ratio, compare the load-to-vehicle curb mass ratio with a corresponding standard range, and obtain a top performance coefficient; the load-to-vehicle curb mass ratio is a ratio of the top maximum load to the vehicle curb mass; Comparing the side door extrusion resistance with the corresponding standard range to obtain the side door performance coefficient; Compare the seat belt / seat anchor point strength with the corresponding standard range to obtain the seat belt / seat performance coefficient; Comparing the torsional stiffness with a corresponding standard range to obtain a torsional stiffness performance coefficient; Comparing the maximum leakage with the corresponding standard range to obtain a leakage performance coefficient; Comparing the lightweight coefficient with the corresponding standard range to obtain a lightweight performance coefficient; Comparing the material utilization rate with the corresponding standard range to obtain the utilization performance coefficient; The total performance coefficient is determined based on the top performance coefficient, the side door performance coefficient, the seat belt / seat performance coefficient, the torsional stiffness performance coefficient, the leakage performance coefficient, the lightweight performance coefficient and the utilization performance coefficient, thereby determining the performance level of the body-in-white to be tested.

2. The automobile body-in-white performance testing method according to claim 1, characterized in that: The torsional stiffness of the vehicle body is determined by a torsional stiffness test, which includes: Carry out a body torsional stiffness test, use the first displacement sensor to collect the deformation of the left side of the front axle of the body-in-white to be tested, use the second displacement sensor to collect the deformation of the right side of the front axle of the body-in-white to be tested, use the third displacement sensor to collect the deformation of the left side of the rear axle of the body-in-white to be tested, and use the fourth displacement sensor to collect the deformation of the right side of the rear axle of the body-in-white to be tested; The torsional stiffness is determined based on the deformation amount of the left side of the front axle, the deformation amount of the right side of the front axle, the deformation amount of the left side of the rear axle, and the deformation amount of the right side of the rear axle.

3. The automobile body-in-white performance testing method according to claim 2, characterized in that: Determining the torsional stiffness according to the deformation amount of the left side of the front axle, the deformation amount of the right side of the front axle, the deformation amount of the left side of the rear axle, and the deformation amount of the right side of the rear axle specifically includes: Using the formula Determine the torsional stiffness; where K T is the torsional stiffness; M is the applied torque; d fl is the absolute value of the deformation on the left side of the front axle; d fr is the absolute value of the deformation on the right side of the front axle; d rl is the absolute value of the deformation on the left side of the rear axle; d rr is the absolute value of the deformation on the left side of the rear axle; Y f is the distance between the first displacement sensor and the second displacement sensor; Y r is the distance between the third displacement sensor and the fourth displacement sensor.

4. The automobile body-in-white performance testing method according to claim 1, characterized in that: The calculation formula of the lightweight coefficient is: Wherein, L is the lightweight coefficient; m bh is the weight of the body-in-white welding assembly; C t is the static torsional stiffness of the body in white; A is the footprint area of ​​the body in white.

5. The automobile body-in-white performance testing method according to claim 1, characterized in that: The calculation formula of the material utilization rate is: Among them, η is the material utilization rate; m1 is the weight of the body-in-white sheet metal; m2 is the weight of the blank required for the body-in-white.

6. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the automobile body-in-white performance detection method according to any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the automobile body-in-white performance detection method described in any one of claims 1 to 5 is implemented.

8. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the automobile body-in-white performance detection method described in any one of claims 1 to 5 is implemented.

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