A steel-aluminum hybrid body structure for unmanned vehicles

Abstract

This invention relates to the technical field of vehicle body structures, specifically to a steel-aluminum hybrid body structure for an unmanned vehicle. The structure includes a chassis, side wing panels, a front fender, a rear fender, and a sunroof connecting plate. Two side wing panels are provided, each connected to one side of the chassis, and both side wing panels have wheel hub clearance areas. The front fender is connected to the front end of the two side wing panels and is near their bottom. The rear fender is connected to the rear end of the two side wing panels and is near their bottom. The rear fender is angled, with its top end preceding its bottom end. The bottom of the rear end of the sunroof connecting plate is connected to the top of the rear fender. The top surface of the sunroof connecting plate is curved, and the sunroof connecting plate smoothly transitions with the rear fender. The angled design of the rear fender and the smooth transition of the sunroof connecting plate improve aerodynamic characteristics, effectively guide airflow, reduce air resistance and turbulence at the rear of the vehicle, and improve stability at high speeds.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle body structure, and specifically to a steel-aluminum hybrid vehicle body structure for unmanned vehicles. Background Technology

[0002] Using aluminum reduces the vehicle's weight, allowing autonomous vehicles to carry more equipment (such as batteries and sensors) without sacrificing range or power performance.

[0003] Application document CN117901954A discloses a vehicle body structure, including: a roof side assembly and an exterior trim piece. The roof side assembly is connected to the upper end of a pillar of the vehicle body along the longitudinal direction of the vehicle body, and the roof side assembly constitutes the A-pillar of the vehicle body. The exterior trim piece is joined to the outer side of the roof side assembly. The roof side assembly includes: a tube, an upper reinforcing member, a lower reinforcing member, and an inner reinforcing member. The tube has a closed cross-sectional shape and extends in the longitudinal direction of the vehicle body to form a closed cross-section. The upper reinforcing member is joined to the upper side of the tube and extends in the longitudinal direction of the vehicle body. The lower reinforcing member is joined to the lower side of the tube and extends in the longitudinal direction of the vehicle body. The inner reinforcing member is joined to the inner side of the tube and extends in the longitudinal direction of the vehicle body.

[0004] In existing technologies, the rear design of the vehicle body cannot guide airflow, resulting in greater drag during vehicle operation. Summary of the Invention

[0005] The purpose of this invention is to address the aforementioned shortcomings by proposing a steel-aluminum hybrid body structure for unmanned vehicles.

[0006] The present invention adopts the following technical solution:

[0007] A steel-aluminum hybrid body structure for an unmanned vehicle includes a chassis, side wing panels, a front baffle, a rear baffle, and a sunroof connecting plate. Two side wing panels are provided, each connected to one side of the chassis, and both side wing panels have wheel hub clearance areas. The front baffle is connected to the front end of the two side wing panels and is near their bottom. The rear baffle is connected to the rear end of the two side wing panels and is near their bottom, with the rear baffle being inclined and its top end further than its bottom end. The bottom of the rear end of the sunroof connecting plate is connected to the top of the rear baffle, and the top surface of the sunroof connecting plate is curved, with a smooth transition between the sunroof connecting plate and the rear baffle.

[0008] Optionally, the sunroof connecting plate and the rear bumper are connected to form a C-shaped mirror image structure.

[0009] Optionally, the angle formed by the connection between the sunroof connecting plate and the rear panel is compared with the ideal indicator of the rear angle of the vehicle to determine whether the rear design of the vehicle is reasonable.

[0010] Optionally, the calculation of the ideal rear-end angle index includes the following steps: S1: The visual detection module detects and obtains the horizontal difference and height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module; S2: The information storage module stores the reference air drag coefficient, the windward projected area of ​​the front of the vehicle, the projected area of ​​the rear of the vehicle, the air pressure difference between the front and rear of the vehicle, the vehicle roll angle, the standard lift coefficient, the vehicle center of gravity height, and the vehicle wheelbase, and transmits them to the control module; S3: The control module calculates the ideal rear-end angle index based on the horizontal difference, height difference, reference air drag coefficient, windward projected area, projected area, air pressure difference, roll angle, standard lift coefficient, center of gravity height, and wheelbase, and transmits the ideal rear-end angle index to the communication module; S4: The communication module transmits the ideal rear-end angle index to the user terminal.

[0011] Optionally, in step S1, the visual detection module includes an image acquisition submodule, a data acquisition submodule, a target point detection submodule, and a calculation submodule; the image acquisition submodule is used to capture images of the rear of the vehicle; the data acquisition submodule analyzes the rear image to obtain point cloud data of the rear of the vehicle; the target point detection submodule analyzes the point cloud data of the parking space and finds the highest and lowest points of the rear of the vehicle; the calculation submodule analyzes the highest and lowest points of the rear of the vehicle and obtains the horizontal difference and height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module.

[0012] Optionally, when calculating the ideal rear-end angle index, the control module refers to the following formula:

[0013]

[0014] Where Deg is the ideal rear-end angle index, sp is the horizontal difference between the highest and lowest points of the rear end, bzk is the baseline drag coefficient, and s q The frontal projection area of ​​the car is s h denoted as the projected area of ​​the rear of the vehicle, p as the air pressure difference between the front and rear of the vehicle, θ as the vehicle roll angle, gd as the height difference between the highest and lowest points of the rear of the vehicle, bzs as the standard lift coefficient, zxg as the height of the vehicle's center of gravity, and zj as the vehicle's wheelbase.

[0015] The beneficial effects achieved by this invention are:

[0016] 1. The sloping design of the rear bumper and the smooth transition of the sunroof connecting plate can improve aerodynamic characteristics, effectively guide airflow, reduce air resistance and turbulence at the rear of the vehicle, and improve stability at high speeds.

[0017] 2. The C-shaped structure provides excellent mechanical properties, effectively dispersing impact or load pressure and improving the overall body's resistance to deformation;

[0018] 3. By comparing the rear of the vehicle with the ideal rear angle index, the system can automatically evaluate whether the rear design meets the aerodynamic and vehicle performance requirements, thus realizing intelligent design analysis.

[0019] 4. The system automatically calculates the rear angle of the vehicle, greatly reducing the complex work based on experience and multiple trials in traditional design, saving design time and costs.

[0020] To further understand the features and technical content of the present invention, please refer to the following detailed description and drawings of the present invention. However, the drawings provided are for reference and illustration only and are not intended to limit the present invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of the vehicle body of the present invention;

[0022] Figure 2 This is a schematic diagram of the overall structure of the vehicle body structure of the present invention from another angle;

[0023] Figure 3 This is a side view of the vehicle body structure of the present invention;

[0024] Figure 4 This is a flowchart of the method of the present invention;

[0025] Figure 5 This is a schematic diagram of the structure of the visual detection module in this invention;

[0026] Figure 6 This is a flowchart of the method in Embodiment 2 of the present invention;

[0027] Figure 7 This is a schematic diagram of the velocity analysis module in Embodiment 2 of the present invention;

[0028] Figure 8 This is a schematic diagram of the deformation analysis module in Embodiment 2 of the present invention;

[0029] Figure 9 This is a rendering of an embodiment of the present invention.

[0030] Explanation of reference numerals in the attached figures:

[0031] 100. Base frame;

[0032] 200. Side wing plate;

[0033] 300. Front bezel;

[0034] 400, rear panel;

[0035] 500. Sunroof connecting plate. Detailed Implementation

[0036] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can understand the advantages and effects of the present invention from the content disclosed in this specification. The present invention can be implemented or applied through other different specific embodiments, and various details in this specification can also be modified and changed based on different viewpoints and applications without departing from the spirit of the present invention. Furthermore, the accompanying drawings of the present invention are for simple illustrative purposes only and are not depictions of actual dimensions; this is stated in advance. The following embodiments will further describe the relevant technical content of the present invention in detail, but the disclosed content is not intended to limit the scope of protection of the present invention.

[0037] Example 1: This example provides a steel-aluminum hybrid body structure for an unmanned vehicle, combined with... Figures 1 to 5 As shown.

[0038] A steel-aluminum hybrid body structure for an unmanned vehicle includes a chassis 100, side wing plates 200, a front baffle 300, a rear baffle 400, and a sunroof connecting plate 500. Two side wing plates 200 are provided, each connected to one side of the chassis 100, and both side wing plates 200 have wheel hub clearance areas. The front baffle 300 is connected to the front end of the two side wing plates 200 and is close to their bottom. The rear baffle 400 is connected to the rear end of the two side wing plates 200 and is close to their bottom; the rear baffle 400 is inclined, and its top is further back than its bottom. The bottom of the rear end of the sunroof connecting plate 500 is connected to the top of the rear baffle 400, and the top surface of the sunroof connecting plate 500 is curved, forming a smooth transition between the sunroof connecting plate 500 and the rear baffle 400.

[0039] Optionally, the sunroof connecting plate 500 and the rear baffle 400 are connected to form a C-shaped mirror structure.

[0040] Optionally, the angle formed by the connection between the sunroof connecting plate 500 and the rear panel 400 is compared with the ideal index of the rear angle of the vehicle to determine whether the rear design of the vehicle is reasonable.

[0041] Optionally, the calculation of the ideal rear-end angle index includes the following steps: S1: The visual detection module detects and obtains the horizontal difference and height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module; S2: The information storage module stores the reference air drag coefficient, the windward projected area of ​​the front of the vehicle, the projected area of ​​the rear of the vehicle, the air pressure difference between the front and rear of the vehicle, the vehicle roll angle, the standard lift coefficient, the vehicle center of gravity height, and the vehicle wheelbase, and transmits them to the control module; S3: The control module calculates the ideal rear-end angle index based on the horizontal difference, height difference, reference air drag coefficient, windward projected area, projected area, air pressure difference, roll angle, standard lift coefficient, center of gravity height, and wheelbase, and transmits the ideal rear-end angle index to the communication module; S4: The communication module transmits the ideal rear-end angle index to the user terminal.

[0042] Optionally, in step S1, the visual detection module includes an image acquisition submodule, a data acquisition submodule, a target point detection submodule, and a calculation submodule; the image acquisition submodule is used to capture images of the rear of the vehicle; the data acquisition submodule analyzes the rear image to obtain point cloud data of the rear of the vehicle; the target point detection submodule analyzes the point cloud data of the parking space and finds the highest and lowest points of the rear of the vehicle; the calculation submodule analyzes the highest and lowest points of the rear of the vehicle and obtains the horizontal difference and height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module.

[0043] Optionally, when calculating the ideal rear-end angle index, the control module refers to the following formula:

[0044]

[0045] Where Deg is the ideal rear-end angle index, sp is the horizontal difference between the highest and lowest points of the rear end, bzk is the baseline drag coefficient, and s q The frontal projection area of ​​the car is s h denoted as the projected area of ​​the rear of the vehicle, p as the air pressure difference between the front and rear of the vehicle, θ as the vehicle roll angle, gd as the height difference between the highest and lowest points of the rear of the vehicle, bzs as the standard lift coefficient, zxg as the height of the vehicle's center of gravity, and zj as the vehicle's wheelbase.

[0046] When the control module calculates the ideal rear-end angle, refer to the following program code:

[0047]

[0048]

[0049] Specifically, for the completed vehicle, the ideal rear angle index is calculated through testing. Those skilled in the art compare the ideal rear angle index with the actual rear angle value (the angle formed by the connection between the sunroof connecting plate 500 and the rear panel 400) to determine whether the rear design of the vehicle is reasonable. It is assumed that the larger the difference between the ideal rear angle index and the actual rear angle value, the more unreasonable it is. The ideal rear angle index can be used as a reference for subsequent updated vehicles; the rear angle refers to...

[0050] When calculating the "horizontal difference between the highest and lowest points of the rear of the vehicle", the following principles should be followed: "Highest point of the rear of the vehicle" refers to the highest point above the rear window. If the corresponding vehicle does not have a rear window, it refers to the highest point above the rear wheel. "Lowest point of the rear of the vehicle" refers to the lowest point of the rear bumper. The units for the horizontal difference between the highest and lowest points of the rear of the vehicle and the height difference between the highest and lowest points of the rear of the vehicle are meters.

[0051] The baseline drag coefficient and standard lift coefficient are obtained through wind tunnel testing. For example, a vehicle model is created using a 3D modeling tool and then fixed on a wind tunnel test bench. The test bench is connected to a multi-axis force sensor, which can simultaneously measure air drag and lift. The wind speed is then set according to experimental requirements, such as 40 meters per second. The wind tunnel is started, and the force sensor readings of air drag and lift are recorded. The corresponding baseline drag coefficient and standard lift coefficient can then be calculated. In this embodiment, the baseline drag coefficient is 0.3, and the standard lift coefficient is -0.2.

[0052] The units for both the frontal and rear projected areas are square meters. The "frontal projected area" refers to the projected area of ​​the front of the vehicle (perpendicular to the direction of travel) on a two-dimensional plane, reflecting the cross-sectional area of ​​the front of the vehicle that is in direct contact with the air. The "rear projected area" refers to the projected area of ​​the rear of the vehicle (perpendicular to the direction of travel) on a two-dimensional plane, reflecting the extent to which the rear of the vehicle affects airflow separation. The frontal and rear projected areas can be obtained by consulting the manufacturer's data, or, in the case of a person skilled in the art, by using drafting software to extract the front and rear contours of the vehicle along the forward and backward directions, and the software will calculate the corresponding contour areas.

[0053] The air pressure difference between the front and rear of a vehicle describes the difference in static pressure between the front (front) and rear (rear) of the vehicle. This difference is caused by air disturbance during vehicle movement and is mainly composed of a high-pressure area at the front and a low-pressure area at the rear. It can be obtained through wind tunnel experiments. For example, a set of static pressure sensors is set in the direction of vehicle movement to record the static pressure in the high-pressure area at the front, and another set of static pressure sensors is set in the low-pressure area at the rear to record the static pressure in the low-pressure area at the rear. Finally, the air pressure difference between the front and rear is calculated. The unit for the air pressure difference between the front and rear is Pascal.

[0054] Vehicle roll angle refers to the angle at which a vehicle may tilt during dynamic driving. It is the angle between the vehicle's longitudinal center plane and the normal to the ground. The longitudinal center plane is a vertical plane that passes through the vehicle's centerline (running from front to rear) and is perpendicular to it. When the vehicle is not tilted, this plane is perpendicular to the ground. When the vehicle is not tilted, the longitudinal center plane and the normal to the ground coincide or are parallel. When the vehicle is subjected to lateral forces (such as high-speed cornering or crosswinds), the vehicle body will tilt to one side. At this time, the vehicle's longitudinal center plane is no longer parallel to the normal to the ground, but forms an angle, which is the vehicle roll angle. It can be obtained through dynamic simulation tools. A roll angle exceeding the normal range may lead to loss of vehicle control or rollover risk. From the perspective of vehicle dynamic characteristics, a larger roll angle means that the vehicle body tilts more during cornering or dynamic driving. This tilt changes the actual spatial geometry of the rear of the vehicle, making the rear design require additional tilt angle compensation to maintain aerodynamic efficiency. From an aerodynamic perspective, a larger roll angle will lead to asymmetrical airflow distribution, especially at the rear. In order to ensure smooth airflow separation at the rear, the rear tilt angle will be increased in the design to compensate for this asymmetry. From the perspective of center of gravity shift, when the roll angle increases, the vehicle's center of gravity shifts outward, which will cause the rear design tilt angle to appear larger under dynamic conditions, thereby balancing vehicle stability.

[0055] The units for vehicle center of gravity height and vehicle wheelbase are both meters; "vehicle wheelbase" is the horizontal distance between the front and rear axles of a vehicle.

[0056] The above units are just examples. Those skilled in the art can set different units according to actual needs when implementing this solution.

[0057] This embodiment solves the problem of poor airflow guidance capacity of traditional vehicle body structures. The inclined design of the rear bumper 400 and the smooth transition of the sunroof connecting plate 500 can improve aerodynamic characteristics, effectively guide airflow, reduce air resistance and turbulence at the rear of the vehicle, and improve stability at high speeds.

[0058] Example 2: This example includes all the content of Example 1, and provides a steel-aluminum hybrid body structure for an unmanned vehicle, combined with... Figures 6 to 9 As shown.

[0059] A steel-aluminum hybrid body structure for an unmanned vehicle, after which a crash test is conducted to obtain the impact force index of the rear of the vehicle during the collision, and the information on the impact resistance of the rear of the vehicle is determined based on the impact force index of the rear of the vehicle, including the following steps:

[0060] A1: The speed analysis module analyzes and obtains the relative speed between the impacting object and the rear of the vehicle, as well as the impact resistance speed of the rear of the vehicle, and transmits it to the data processing module.

[0061] A2: The deformation analysis module analyzes and obtains the deformation of a certain test plate at the rear of the vehicle along its length direction and the deformation of a certain test plate at the rear of the vehicle along its width direction, and transmits it to the data processing module.

[0062] A3: The size storage module is used to store the length and width of a certain test plate at the rear of the vehicle and transmit them to the data processing module;

[0063] A4: The data processing module calculates the impact force index of the rear of the vehicle during the collision based on the relative speed between the impacting object and the rear of the vehicle, the impact resistance speed of the rear of the vehicle, the deformation of a certain test plate along its length direction, the deformation of a certain test plate along its width direction, the length of a certain test plate, and the width of a certain test plate. The impact force index of the rear of the vehicle during the collision is then transmitted to the judgment module.

[0064] A5: The judgment module determines whether the rear of the vehicle has good or poor impact resistance based on the impact force index during the collision process, and transmits the information on whether the rear of the vehicle has good or poor impact resistance to the user terminal.

[0065] Specifically, in step A5, the determination module refers to the following principles when making the determination: when the impact force index of the rear of the vehicle during the collision process is greater than or equal to the selection threshold of the impact force index of the rear of the vehicle during the collision process, it is indicated that the rear of the vehicle has poor impact resistance; when the impact force index of the rear of the vehicle during the collision process is less than the selection threshold of the impact force index of the rear of the vehicle during the collision process, it is indicated that the rear of the vehicle has good impact resistance. The selection threshold of the impact force index of the rear of the vehicle during the collision process is set by those skilled in the art.

[0066] Optionally, in step A1, the velocity analysis module includes a velocity sensing submodule, a displacement sensing submodule, a time sensing submodule, and an analysis submodule;

[0067] The speed sensing submodule is used to detect the speed of the impacting object and the speed of the rear of the vehicle, and to calculate the relative speed between the impacting object and the rear of the vehicle based on the speed of the impacting object and the speed of the rear of the vehicle, and then transmit it to the data processing module.

[0068] The displacement sensing submodule is installed at both ends of the target position. During the collision, it records the displacement data at both ends of the target position, calculates the deformation of the rear of the vehicle based on the displacement data at both ends of the target position, and transmits the deformation of the rear of the vehicle to the analysis submodule.

[0069] The time sensing submodule is used to detect and determine the duration of the collision contact, and transmit the duration of the collision contact to the analysis submodule;

[0070] The analysis submodule divides the deformation of the rear of the vehicle by the duration of the collision to obtain the impact resistance speed of the rear of the vehicle, and then transmits it to the data processing module.

[0071] Optionally, in step A2, the deformation analysis module includes a scanning submodule and a comparison submodule;

[0072] The scanning submodule scans a test board in the parking space before and after the collision test, and generates initial point cloud data and deformed point cloud data respectively.

[0073] The comparison submodule calculates the deformation of a test plate at the rear of the vehicle along its length and the deformation of a test plate at the rear of the vehicle along its width based on the initial point cloud data and the deformed point cloud data, and then transmits the data to the data processing module.

[0074] Optionally, when calculating the impact force index of the rear of the vehicle during the collision, the data processing module satisfies the following formula:

[0075]

[0076] Where F represents the impact force at the rear of the vehicle during the collision, and v impact v is the relative velocity between the impacting object and the rear of the vehicle. crash For the impact resistance speed of the rear of the car, bx cd Let cd be the deformation of a test plate at the rear of the vehicle along its length, and bx be the length of the test plate at the rear of the vehicle. kd Let kd be the deformation of a test plate at the rear of the vehicle along its width direction, and kd be the width of the test plate at the rear of the vehicle.

[0077] When performing calculations in the data processing module, refer to the following program code:

[0078]

[0079]

[0080] Specifically, the units for the relative velocity between the impacting object and the rear of the vehicle, and the unit for the impact resistance velocity of the rear of the vehicle, are meters per second; the units for the deformation of a certain test plate at the rear of the vehicle along its length, the length of a certain test plate at the rear of the vehicle, the deformation of a certain test plate at the rear of the vehicle along its width, and the width of a certain test plate at the rear of the vehicle are all meters; when calculating the impact force index of the rear of the vehicle during the collision, the same test plate corresponding to a certain test plate at the rear of the vehicle is selected, and those skilled in the art prefer to select a test plate that conforms to the shape of the rear of the vehicle, such as the rear bumper 400; assuming that different test plates are selected for the same vehicle to obtain different index data, those skilled in the art can select according to different index data.

[0081] The above units are just examples. Those skilled in the art can set different units according to actual needs when implementing this solution.

[0082] This embodiment solves the problem of traditional vehicle body structures lacking crash testing. By analyzing the impact force index, it can quickly determine the impact resistance performance of the rear of the vehicle, providing clear feedback for R&D or design personnel.

[0083] The content disclosed above is only a preferred and feasible embodiment of the present invention, and is not intended to limit the scope of protection of the present invention. Therefore, all equivalent technical changes made based on the content of the present invention specification and drawings are included within the scope of protection of the present invention. Furthermore, the elements therein can be updated as technology develops.

Claims

1. A steel-aluminum hybrid body structure for an unmanned vehicle, characterized in that, The structure includes a base frame, side panels, front baffle, rear baffle, and sunroof connecting plate; The side wing plate is provided in two parts, and the two side wing plates are respectively connected to the two sides of the base frame. Both side wing plates are provided with wheel hub avoidance areas. The front baffle is connected to the front end of the two side wing plates and is close to their bottom; The rear baffle is connected to the rear end of the two side wing plates and is close to their bottom. The rear baffle is inclined and the top of the rear baffle is behind the bottom of the rear baffle. The bottom of the rear end of the sunroof connecting plate is connected to the top of the rear baffle. The top surface of the sunroof connecting plate is curved, and the sunroof connecting plate and the rear baffle have a smooth transition. Calculating the ideal rear-end angle involves the following steps: S1: The vision detection module detects and obtains the horizontal difference between the highest and lowest points of the rear of the vehicle and the height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module; S2: The information storage module stores the reference air drag coefficient, the frontal projected area of ​​the vehicle, the rear projected area of ​​the vehicle, the air pressure difference between the front and rear of the vehicle, the vehicle roll angle, the standard lift coefficient, the vehicle center of gravity height, and the vehicle wheelbase, and transmits them to the control module. S3: The control module calculates the ideal rear angle index based on the horizontal difference between the highest and lowest points of the rear of the vehicle, the height difference between the highest and lowest points of the rear of the vehicle, the reference air drag coefficient, the windward projection area of ​​the front of the vehicle, the projection area of ​​the rear of the vehicle, the air pressure difference between the front and rear of the vehicle, the vehicle roll angle, the standard lift coefficient, the vehicle center of gravity height, and the vehicle wheelbase, and then transmits the ideal rear angle index to the communication module. S4: The communication module transmits the ideal rear-end angle indicator to the user terminal; When calculating the ideal rear-end angle, the control module refers to the following formula: ； in, For the ideal rear-end angle, The horizontal difference between the highest and lowest points of the rear of the vehicle. As the reference air drag coefficient, The frontal projection area of ​​the vehicle. This refers to the projected area of ​​the rear of the vehicle. The air pressure difference between the front and rear of the car. The vehicle roll angle, This is the height difference between the highest and lowest points of the rear of the vehicle. The standard lift coefficient, The height of the vehicle's center of gravity. This refers to the vehicle's wheelbase.

2. The steel-aluminum hybrid body structure for an unmanned vehicle as described in claim 1, characterized in that, The sunroof connecting plate and the rear baffle are connected to form a C-shaped mirror image structure.

3. The steel-aluminum hybrid body structure for an unmanned vehicle as described in claim 2, characterized in that, The angle formed by the connection between the sunroof connecting plate and the rear panel is compared with the ideal indicator of the rear angle of the vehicle to determine whether the rear design of the vehicle is reasonable.

4. The steel-aluminum hybrid body structure for an unmanned vehicle as described in claim 3, characterized in that, In step S1, the visual detection module includes an image acquisition submodule, a data acquisition submodule, a target point detection submodule, and a calculation submodule; The image acquisition submodule is used to capture images of the rear of the vehicle; The data acquisition submodule analyzes the rear image to obtain point cloud data of the rear of the vehicle; The target point detection submodule analyzes the point cloud data of the parking space and finds the highest and lowest points of the rear of the vehicle. The calculation submodule analyzes the highest and lowest points of the rear of the vehicle and obtains the horizontal difference and the height difference between the highest and lowest points of the rear of the vehicle, and transmits them to the control module.

Images