Vehicle lightweight cost income analysis system

Abstract

The invention discloses a vehicle lightweight cost income analysis system, and belongs to the technical field of new energy vehicles. The system comprises an obtaining module used for obtaining an initial weight reduction value of a vehicle and determining a target vehicle component; the analysis module is used for calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value; and calculating a secondary weight loss value resulting from the target vehicle component based on the initial weight loss value; according to the secondary weight reduction value generated by the target vehicle component, vehicle lightweight secondary cost income is calculated; according to the vehicle lightweight secondary cost earnings and the equivalent cost earnings, calculating vehicle lightweight accumulated cost earnings; and the output module is used for outputting the vehicle lightweight accumulated cost income. According to the method, secondary weight reduction is also generated for the target vehicle component while income is generated by initial weight reduction, the lightweight cost income is calculated by accumulating the secondary cost income corresponding to the secondary weight reduction value, and the accuracy of vehicle lightweight cost calculation is improved.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a vehicle lightweighting cost-benefit analysis system. Background Art

[0002] The weight of pure electric vehicle power system is about 40% heavier than that of fuel power system, which affects the performance and economy of new energy vehicles. Reducing the weight of the whole vehicle has the advantages of improving the vehicle's cruising range, vehicle handling and power, improving the vehicle's acceleration performance, and shortening the braking distance. Therefore, lightweighting is the only way for new energy vehicles to increase their cruising range.

[0003] The use of lightweight technology is often linked to cost. How to use lightweight technology reasonably and enable enterprises to obtain more substantial benefits is a difficult problem for enterprises. Currently, most companies simply combine weight reduction with battery benefits without considering other profit factors. Summary of the invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle lightweight cost-benefit analysis system to improve the accuracy of vehicle lightweight cost calculation and provide a basis for lightweight design.

[0005] In a first aspect, the present application provides a vehicle lightweighting cost-benefit analysis system, comprising:

[0006] An acquisition module, used for acquiring an initial weight loss value of a vehicle and determining a target vehicle component;

[0007] An analysis module is used to calculate the equivalent cost benefit of the target vehicle component according to the initial weight reduction value; and calculate the secondary weight reduction value of the target vehicle component based on the initial weight reduction value; calculate the secondary cost benefit of vehicle lightweighting according to the secondary weight reduction value of the target vehicle component; calculate the cumulative cost benefit of vehicle lightweighting according to the secondary cost benefit of vehicle lightweighting and the equivalent cost benefit;

[0008] An output module is used to output the accumulated cost benefit of the vehicle lightweighting.

[0009] The vehicle lightweight cost-benefit analysis system according to the present application obtains the initial weight reduction value of the vehicle and determines the target vehicle components, calculates the equivalent cost-benefit of the target vehicle components according to the initial weight reduction value of the vehicle; and calculates the secondary weight reduction value generated by the target vehicle components based on the initial weight reduction value; calculates the secondary cost-benefit of vehicle lightweight according to the secondary weight reduction value generated by the target vehicle components; and calculates the cumulative cost-benefit of vehicle lightweight according to the secondary cost-benefit of vehicle lightweight and the equivalent cost-benefit of the target vehicle components. By calculating the equivalent cost-benefit of the target vehicle components in the embodiment of the present application, the direct economic benefits brought by the initial weight reduction can be accurately evaluated, and further considering that while the initial weight reduction generates benefits for the target vehicle components, it also correspondingly generates secondary weight reduction for the target vehicle components. By calculating the cost-benefit of lightweight through the secondary cost-benefit corresponding to the cumulative secondary weight reduction value, the accuracy of vehicle lightweight cost calculation is improved, providing a basis for lightweight design.

[0010] According to an embodiment of the present application, the equivalent benefits of the target vehicle components include at least one of battery equivalent benefits, electric drive equivalent benefits, chassis architecture component equivalent benefits, and body safety component equivalent benefits.

[0011] In this embodiment, by focusing the vehicle lightweight cost-benefit analysis on multiple key components, including batteries, electric drives, chassis architecture components, and body safety components, etc., and analyzing the lightweight cost-benefit from different dimensions, the comprehensive benefits of lightweight technology can be evaluated more accurately.

[0012] According to an embodiment of the present application, calculating the equivalent cost-benefit of the target vehicle components according to the initial weight reduction value includes:

[0013] According to the formula

[0014] Y 1 =(a 1 c 1 / b 1 )x

[0015] Calculate the battery equivalent benefit;

[0016] where Y 1 represents the battery equivalent benefit, x represents the initial weight reduction value, a 1 represents the weight-endurance sensitivity, b 1 represents the endurance-electricity sensitivity, and c 1 represents the unit cost of the battery.

[0017] In this embodiment, by introducing the calculation formula of the equivalent benefit of the battery, considering the influence of the vehicle weight on the vehicle endurance, and comprehensively considering factors such as the initial weight reduction value, weight-endurance sensitivity, endurance-power sensitivity, and unit cost of the battery, the direct impact of the lightweight measures on the battery cost can be quantified, and the equivalent benefit of the battery generated by the initial weight reduction value can be accurately calculated.

[0018] According to an embodiment of the present application, calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value includes:

[0019] According to the formula

[0020] Y 2 = a 2 c 2 x

[0021] calculate the equivalent benefit of the electric drive;

[0022] wherein, Y 2 represents the equivalent benefit of the electric drive, x represents the initial weight reduction value, a 2 represents the weight-motor power sensitivity, and c 2 represents the unit cost of the electric drive.

[0023] In this embodiment, by introducing the calculation formula of the equivalent benefit of the electric drive, considering the influence of the vehicle weight on the electric drive system, and comprehensively considering factors such as the initial weight reduction value, weight-motor power sensitivity, and unit cost of the electric drive, the direct impact of the lightweight measures on the electric drive cost can be quantified, and the equivalent benefit of the electric drive generated by the initial weight reduction value can be accurately calculated.

[0024] According to an embodiment of the present application, calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value includes:

[0025] According to the formula

[0026] Y 3 =(∑p i c i )x

[0027] calculate the equivalent benefit of the chassis structure components;

[0028] wherein, Y 3 represents the equivalent benefit of the chassis structure components, p i represents the influence degree of the i-th component related to the chassis structure on the vehicle weight, and c i represents the unit cost of the i-th component related to the chassis structure.

[0029] In this example, by introducing the equivalent benefit calculation formula for chassis architecture components, considering the impact of the vehicle's overall weight on the chassis architecture components, and comprehensively taking into account the initial weight reduction value, the influence degree of chassis architecture-related components on the vehicle's overall weight, and their unit costs, the equivalent benefit of the chassis architecture components brought about by lightweighting can be more accurately quantified.

[0030] According to an embodiment of the present application, calculating the equivalent cost benefit of the target vehicle component based on the initial weight reduction value includes:

[0031] According to the formula

[0032] Y 4 =Δm 1 c 4

[0033]

[0034] Calculate the equivalent benefit of the vehicle body safety components;

[0035] Among them, Y 4 represents the equivalent benefit of the vehicle body safety components, Δm 1 represents the weight reduction of the vehicle body sheet metal parts, c 4 represents the unit price cost of the sheet metal parts, m 1 represents the vehicle's overall weight before the initial weight reduction, m 2 represents the vehicle's overall weight after the initial weight reduction, m force represents the sheet metal weight on the vehicle body transmission path.

[0036] In this embodiment, by introducing the equivalent benefit calculation formula for the vehicle body safety components, considering the impact of the vehicle's overall weight on the vehicle body safety components, and comprehensively taking into account factors such as the weight reduction of the vehicle body sheet metal parts, the vehicle's overall weight before and after the initial weight reduction, and the sheet metal weight on the vehicle body transmission path, the cost benefit of the lightweighting measures on the vehicle body safety components can be more accurately measured.

[0037] According to an embodiment of the present application, calculating the secondary weight reduction value generated by the target vehicle component based on the initial weight reduction value includes:

[0038] According to the formula

[0039] Δm 2 =[a 1 / b 1 d 1 x

[0040] Calculate the secondary weight reduction value generated by the battery based on the initial weight reduction value;

[0041] Among them, Δm 2 represents the battery weight reduction, d 1 represents the battery energy density.

[0042] In this embodiment, considering that after the vehicle weight is reduced, the battery power for the same cruising range of the vehicle is also correspondingly reduced, based on the battery energy density, the initial weight reduction value can be accurately calculated to enable the secondary weight reduction value generated by the battery, thereby helping to accurately evaluate the long-term benefits of lightweighting on the battery system.

[0043] According to an embodiment of the present application, the calculation of the secondary weight reduction value generated by the target vehicle component based on the initial weight reduction value includes:

[0044] According to the formula

[0045] Δm 3 =Σp i x

[0046] Calculate the secondary weight reduction value generated by the chassis structural member based on the initial weight reduction value;

[0047] wherein, Δm 3 represents the weight reduction of the chassis structural member.

[0048] In this embodiment, considering that after the vehicle weight is reduced, the load capacity of the vehicle is reduced, the chassis structural member can be optimized for weight reduction. Based on the influence degree of the chassis structure-related components on the vehicle weight, the initial weight reduction value can be accurately calculated to enable the secondary weight reduction value generated by the chassis structural member, thereby helping to accurately evaluate the long-term benefits of lightweighting on the chassis structural member.

[0049] According to an embodiment of the present application, the calculation of the secondary cost benefit of vehicle lightweighting based on the secondary weight reduction value generated by the target vehicle component includes:

[0050] Calculate the cumulative weight reduction value of the vehicle based on the initial weight reduction value and the secondary weight reduction value generated by the target vehicle component;

[0051] Calculate the secondary cost benefit of vehicle lightweighting based on the cumulative weight reduction value and the equivalent cost benefit generated by the target vehicle component.

[0052] In this embodiment, by accumulating the initial weight reduction value and the secondary weight reduction value, the impact of lightweighting measures on the total vehicle weight can be evaluated more comprehensively, considering not only the direct weight reduction effect but also the subsequent weight reduction effect caused by the initial weight reduction, thereby more accurately reflecting the long-term benefits of lightweighting technology.

[0053] According to an embodiment of the present application, the calculation of the cumulative weight reduction value of the vehicle based on the initial weight reduction value and the secondary weight reduction value generated by the target vehicle component includes:

[0054] According to the formula

[0055] X=x / [1-(Δm 1+Δm 2 +Δm 3 ) / 100]

[0056] Calculate the cumulative weight reduction value of the vehicle;

[0057] Wherein, X represents the cumulative weight reduction value.

[0058] In this embodiment, by summing up the secondary weight reduction values of each target vehicle component, the total weight reduction effect of the vehicle during the lightweighting process is obtained, which not only considers the benefits brought by direct weight reduction, but also covers the subsequent weight reduction effects caused by the initial weight reduction, thus more accurately reflecting the long-term benefits of lightweighting technology.

[0059] According to an embodiment of the present application, calculating the secondary cost benefit of vehicle lightweighting according to the cumulative weight reduction value and the equivalent cost benefit generated by the target vehicle component includes:

[0060] According to the formula

[0061] Y 5 =(X / x - 1)∑Y i

[0062] Calculate the secondary cost benefit of vehicle lightweighting;

[0063] Wherein, Y 5 represents the secondary cost benefit of vehicle lightweighting, and Y i represents the equivalent cost benefit generated by the target vehicle component i.

[0064] In this embodiment, by considering the ratio of the cumulative weight reduction value to the initial weight reduction value and summing up the equivalent cost benefits of each target vehicle component, the marginal benefit of the lightweighting measure can be reflected, that is, as the weight reduction increases, the cost savings per unit of weight reduction may change, further improving the accuracy of vehicle lightweighting cost calculation.

[0065] One or more of the above technical solutions in the embodiments of the present application have at least one of the following technical effects:

[0066] The vehicle lightweight cost-benefit analysis system according to the present application obtains the initial weight reduction value of the vehicle, determines the target vehicle components, calculates the equivalent cost-benefit of the target vehicle components according to the initial weight reduction value of the vehicle; calculates the secondary weight reduction value generated by the target vehicle components based on the initial weight reduction value; calculates the secondary cost-benefit of vehicle lightweight according to the secondary weight reduction value generated by the target vehicle components; and calculates the cumulative cost-benefit of vehicle lightweight according to the secondary cost-benefit of vehicle lightweight and the equivalent cost-benefit of the target vehicle components. By calculating the equivalent cost-benefit of the target vehicle components in the embodiments of the present application, the direct economic benefits brought by the initial weight reduction can be accurately evaluated, and further considering that while the initial weight reduction generates benefits for the target vehicle components, it also correspondingly causes secondary weight reduction for the target vehicle components. By calculating the cost-benefit of lightweight through the secondary cost-benefit corresponding to the cumulative secondary weight reduction value, the accuracy of vehicle lightweight cost calculation is improved, providing a basis for lightweight design.

[0067] Further, in some embodiments, by focusing the vehicle lightweight cost-benefit analysis on multiple key components, including the battery, electric drive, chassis architecture components, and body safety components, etc., and analyzing the lightweight cost-benefit from different dimensions, the comprehensive benefits of lightweight technology can be evaluated more accurately.

[0068] Further, in some embodiments, by introducing the calculation formula for the equivalent benefit of the battery, based on the impact of the vehicle's overall weight on its cruising range, factors such as the initial weight reduction value, weight-cruising range sensitivity, cruising range-battery capacity sensitivity, and the unit cost of the battery are comprehensively considered, enabling the quantification of the direct impact of lightweight measures on the battery cost and accurately calculating the battery equivalent benefit generated by the initial weight reduction value.

[0069] Further, in some embodiments, by introducing the calculation formula for the equivalent benefit of the electric drive, based on the impact of the vehicle's overall weight on the electric drive system, factors such as the initial weight reduction value, weight-motor power sensitivity, and the unit cost of the electric drive are comprehensively considered, enabling the quantification of the direct impact of lightweight measures on the electric drive cost and accurately calculating the electric drive equivalent benefit generated by the initial weight reduction value.

[0070] Still further, in some embodiments, by introducing the calculation formula for the equivalent benefit of the chassis architecture components, based on the impact of the vehicle's overall weight on the chassis architecture components, factors such as the initial weight reduction value, the influence degree of chassis architecture-related components on the vehicle's overall weight, and their unit costs are comprehensively considered, thereby more accurately quantifying the equivalent benefit of the chassis architecture components brought by lightweight.

[0071] Furthermore, in some embodiments, by introducing a calculation formula for the equivalent benefit of vehicle body safety components, considering the impact of the vehicle's overall weight on the vehicle body safety components, and comprehensively taking into account factors such as the weight reduction of vehicle body sheet metal parts, the vehicle's overall weight before and after the initial weight reduction, and the sheet metal weight on the vehicle body transmission path, it is possible to more accurately measure the cost-benefit of lightweighting measures on vehicle body safety components.

[0072] Furthermore, in some embodiments, considering that after the vehicle's overall weight is reduced, the battery power for the same cruising range of the vehicle also decreases accordingly, based on the battery energy density, the initial weight reduction value that enables the secondary weight reduction value generated by the battery can be accurately calculated, which helps to accurately evaluate the long-term benefits of lightweighting on the battery system.

[0073] Furthermore, in some embodiments, considering that after the vehicle's overall weight is reduced, the load capacity of the vehicle decreases, the chassis architecture components can be optimized for weight reduction. Based on the degree of influence of the relevant components of the chassis architecture on the vehicle's overall weight, the initial weight reduction value that enables the secondary weight reduction value generated by the chassis architecture components can be accurately calculated, which helps to accurately evaluate the long-term benefits of lightweighting on the chassis architecture components.

[0074] Still further, in some embodiments, by accumulating the initial weight reduction value and the secondary weight reduction value, the impact of lightweighting measures on the vehicle's total weight can be more comprehensively evaluated, taking into account not only the direct weight reduction effect but also the subsequent weight reduction effect caused by the initial weight reduction, thus more accurately reflecting the long-term benefits of lightweighting technology.

[0075] Still further, in some embodiments, by summarizing the secondary weight reduction values of each target vehicle component, the total weight reduction effect during the lightweighting process of the vehicle can be obtained, taking into account not only the benefits brought by the direct weight reduction but also the subsequent weight reduction effect caused by the initial weight reduction, thus more accurately reflecting the long-term benefits of lightweighting technology.

[0076] Still further, in some embodiments, by considering the ratio of the cumulative weight reduction value to the initial weight reduction value and summarizing the equivalent cost-benefits of each target vehicle component, the marginal benefit of lightweighting measures can be reflected, that is, as the weight reduction increases, the cost savings per unit of weight reduction may change, further improving the accuracy of calculating the cost of vehicle lightweighting.

[0077] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood in the description of the embodiments in conjunction with the following drawings, wherein:

[0079] Figure 1It is a schematic diagram of the lightweight cost-benefit cycle provided by the embodiments of the present application;

[0080] Figure 2 It is a schematic diagram of the architecture of the vehicle lightweight cost-benefit analysis system provided by the embodiments of the present application;

[0081] Figure 3 It is a schematic diagram of the secondary weight reduction cycle process provided by the embodiments of the present application;

[0082] Figure 4 It is a schematic diagram of the derivation process of the battery equivalent benefit provided by the embodiments of the present application;

[0083] Figure 5 It is a schematic diagram of the derivation process of the electric drive equivalent benefit provided by the embodiments of the present application;

[0084] Figure 6 It is a schematic diagram of the derivation process of the equivalent benefit of the chassis architecture components provided by the embodiments of the present application;

[0085] Figure 7 It is a schematic diagram of the derivation process of the equivalent benefit of the vehicle body safety components provided by the embodiments of the present application;

[0086] Figure 8 It is a schematic diagram of the structure of the electronic device provided by the embodiments of the present application. Detailed implementation manners

[0087] Next, the technical solutions in the embodiments of the present application will be clearly described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, rather than all, of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art belong to the scope of protection of the present application.

[0088] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application can be implemented in an order different from those illustrated or described herein, and the objects distinguished by "first", "second", etc. generally belong to the same category, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / ", generally represents an "or" relationship between the associated objects.

[0089] With the increasing global attention to environmental protection and energy efficiency, vehicle lightweighting technology has gradually become an important direction for the development of the automotive industry. Vehicle lightweighting refers to reducing the curb weight of the vehicle as much as possible while ensuring the strength and safety performance of the vehicle. For new energy vehicles, the application of lightweighting technology can not only significantly improve energy utilization efficiency but also effectively extend the driving range.

[0090] Material lightweighting is the mainstream technical means of current vehicle lightweighting. Commonly used lightweight materials include high-strength steel, aluminum alloy, magnesium alloy, and carbon fiber composite materials, etc. These materials not only have a lower density but also possess good formability and durability. Structural lightweighting achieves weight reduction by optimizing body structure parameters, removing redundant parts of components, and implementing designs such as thin-walled and hollowed components.

[0091] The use of lightweighting technology is often linked to costs. How to reasonably use lightweighting technology and enable enterprises to obtain relatively considerable benefits is a difficult problem for enterprises. Currently, most enterprises simply combine weight reduction with the benefits of the battery, mainly focusing on improving the driving range and reducing energy consumption through weight reduction, without considering other benefit factors.

[0092] The basic structure of new energy vehicles includes multiple key parts, such as motors, batteries, electric control systems, as well as chassis and body safety structural components, etc. The motor is the power core of the vehicle, and its performance directly affects the acceleration ability and driving range of the vehicle. The battery, as an energy storage device, its capacity and energy density determine the driving range of the vehicle. The electric control system is responsible for controlling the operation of the motor and the battery to ensure the stability and safety of the vehicle. The chassis is the basic framework of the vehicle, undertaking the functions of supporting the body, transmitting power, and carrying loads. The body safety structural components improve the collision safety performance of the vehicle through optimized design and the use of high-strength materials, such as dual-phase steel and magnesium alloy, etc.

[0093] The inventor found that after vehicle weight reduction, it not only has an impact on the battery but also affects the electric drive system, chassis structural components, body safety structural components, etc. For example, as Figure 1 shown, after vehicle weight reduction, the energy consumption decreases with the reduction of vehicle weight, resulting in a reduction in battery cost; the power performance of the vehicle is related to the vehicle weight. The lighter the vehicle, the lower the motor power required to maintain the same power, resulting in a reduction in electric drive cost; due to the reduction in load and kinetic energy brought about by the overall vehicle weight reduction, the optimization of the chassis structural components and body safety components can be weakened respectively, thereby reducing the material cost.

[0094] Furthermore, while the initial weight reduction generates benefits for the battery, chassis structural components, and body safety components, it also generates secondary weight reduction, that is, the weight reduction due to reduced power, and the weight reduction from the weakened optimization of chassis structural components and body safety components. The secondary weight reduction will continue to produce positive cycles of n - times weight reduction, generating cumulative lightweighting cost benefits.

[0095] Based on this, in order to improve the accuracy of vehicle lightweight cost calculation and provide a basis for lightweight design, the embodiments of the present application provide a vehicle lightweight cost-benefit analysis system. The following will, with reference to the accompanying drawings, describe in detail the vehicle lightweight cost-benefit analysis system provided by the embodiments of the present application through specific embodiments and their application scenarios.

[0096] Among them, the vehicle lightweight cost-benefit analysis system can be applied to a terminal, and can be specifically executed by hardware or software in the terminal.

[0097] The terminal includes, but is not limited to, portable communication devices such as mobile phones or tablet computers having a touch-sensitive surface (for example, a touch screen display and / or a touchpad). It should also be understood that in some embodiments, the terminal may not be a portable communication device, but a desktop computer having a touch-sensitive surface (for example, a touch screen display and / or a touchpad).

[0098] In the following embodiments, terminals including a display and a touch-sensitive surface are described. However, it should be understood that the terminal may include one or more other physical user interface devices such as a physical keyboard, a mouse, and a joystick.

[0099] The vehicle lightweight cost-benefit analysis system provided by the embodiments of the present application may be an electronic device or a functional module or functional entity of an electronic device. The electronic devices mentioned in the embodiments of the present application include, but are not limited to, mobile phones, tablet computers, computers, cameras, and wearable devices, etc. The vehicle lightweight cost-benefit analysis system provided by the embodiments of the present application will be described below.

[0100] As Figure 2 shown, the vehicle lightweight cost-benefit analysis system 200 includes: an acquisition module 210, an analysis module 220, and an output module 230.

[0101] The acquisition module 210 is configured to acquire the initial weight reduction value of the vehicle and determine the target vehicle components.

[0102] In the embodiments of the present application, the initial weight reduction value of the vehicle is the weight reduced compared with the original design after the vehicle is optimized by lightweight technology. The initial weight reduction value is an important quantitative index in vehicle lightweight design, reflecting the preliminary application effect of lightweight technology in vehicle design.

[0103] In some embodiments, the initial weight reduction value can be calculated. For example, a three-dimensional model of the vehicle can be established, and then the vehicle can be optimized for lightweight design according to an optimization algorithm. By comparing the vehicle weights before and after optimization, the initial weight reduction value can be obtained. The initial weight reduction value can also be obtained by other means. For example, the user can enter specific values in the user interface, and the initial weight reduction value can be determined according to the user's input. Of course, the initial weight reduction value of the vehicle can also be obtained according to other means, and the embodiments of the present application do not limit this.

[0104] In the embodiments of the present application, the target vehicle components can be vehicle components that are sensitive to the overall vehicle weight. For example, the target vehicle components can include batteries, motors, chassis structural components, vehicle body safety components, etc. These vehicle components account for a relatively large proportion of the total vehicle weight, or the change in the overall vehicle weight has a greater impact on these vehicle components. Vehicle lightweighting has a significant impact on the cost-effectiveness of these vehicle components. The target vehicle components can be one or multiple, and the embodiments of the present application do not limit this.

[0105] In some embodiments, means such as finite element analysis and empirical analysis can be used to identify vehicle components that are sensitive to the overall vehicle weight, and the identified vehicle components can be determined as target vehicle components. The target vehicle components can also be determined according to the vehicle components selected or input by the user in the user interface. Of course, the target vehicle components can also be determined according to other means, and the embodiments of the present application do not limit this.

[0106] The analysis module 220 is configured to calculate the equivalent cost-benefit of the target vehicle components according to the initial weight reduction value; calculate the secondary weight reduction value generated by the target vehicle components based on the initial weight reduction value; calculate the secondary cost-benefit of vehicle lightweighting according to the secondary weight reduction value generated by the target vehicle components; and calculate the cumulative cost-benefit of vehicle lightweighting according to the secondary cost-benefit of vehicle lightweighting and the equivalent cost-benefit.

[0107] In the embodiments of the present application, the equivalent cost-benefit refers to the cost savings obtained after optimizing the vehicle weight through lightweighting technologies. For example, the equivalent cost-benefit can include savings in materials and manufacturing costs, etc. The impact of the initial weight reduction value of the vehicle on the target vehicle components can be analyzed, and the equivalent cost-benefit of the target vehicle components can be calculated according to the impact of the initial weight reduction value on the target vehicle components.

[0108] Taking the battery as an example of the target vehicle component, after the overall vehicle weight is reduced, the amount of electricity required for the vehicle to reach the same cruising range as before the overall vehicle weight reduction will decrease, and thus the required battery cost will also decrease accordingly.

[0109] Specifically, the cruising range of the vehicle under different weights can be tested, and the relationship between the vehicle weight and the cruising range can be determined through regression analysis. After determining the vehicle weight reduction, the amount of electricity required for the vehicle to reach the cruising range before the vehicle weight reduction can be calculated, so as to calculate how much the required battery cost will be reduced. The reduction value of the battery cost is the equivalent cost benefit of the battery.

[0110] In the embodiments of the present application, the secondary weight reduction is caused by the change of the overall structure and performance of the vehicle after the initial weight reduction. For example, the reduction of the body weight may lead to the design optimization of the chassis and suspension systems, thereby further reducing the weight; after the body weight is reduced, the amount of electricity required for the vehicle to reach the cruising range before the vehicle weight reduction will be reduced, thereby further reducing the battery weight.

[0111] It should be noted that as Figure 3 shown, the secondary weight reduction in the embodiments of the present application does not limit the second weight reduction of the target vehicle components directly generated after the initial weight reduction of the vehicle, but may also include the second weight reduction of the target vehicle components directly generated after the initial weight reduction of the vehicle, and further, due to the change of the overall structure and performance of the vehicle after the second weight reduction, the further weight reduction of the target vehicle components, that is, the third weight reduction of the target vehicle components. For example, after the second weight reduction, the body weight is reduced, and the amount of electricity required for the vehicle to reach the cruising range before the vehicle weight reduction will be reduced, thereby further reducing the battery weight. The third weight reduction will continue to generate the nth weight reduction in a positive cycle, and the embodiments of the present application do not limit the number of weight reductions accumulated in the secondary weight reduction.

[0112] In some embodiments, the impact of the initial weight reduction value of the vehicle on the target vehicle components can be analyzed, such as analyzing the impact of vehicle weight reduction on the battery, chassis components, suspension systems, body safety components, etc., and redesigning these target vehicle components to further reduce the weight, and determining the secondary weight reduction value according to the redesign of these vehicle components.

[0113] Taking the battery as an example of the target vehicle component, after the vehicle weight reduction, the amount of electricity required for the vehicle to reach the cruising range before the vehicle weight reduction will be reduced, so the required battery weight will also be reduced accordingly. For example, if the required electricity is reduced by 10%, the weight of the redesigned battery will also be reduced by 10%, thereby calculating the secondary weight reduction value of the battery.

[0114] In the embodiments of the present application, the secondary weight reduction value generated by the target vehicle components will reduce the material cost and manufacturing cost of the vehicle. For example, if some target vehicle components use less materials due to secondary weight reduction, or the processing procedures are reduced due to design optimization, these will bring cost savings. For example, the secondary cost benefit of vehicle lightweighting can be calculated according to the secondary weight reduction value of the target vehicle components and the price corresponding to the secondary weight reduction value.

[0115] In an embodiment of the present application, the equivalent cost-benefit of the target vehicle component can be added to the secondary cost-benefit of vehicle lightweighting to obtain the cumulative cost-benefit of vehicle lightweighting.

[0116] The output module 230 is configured to output the cumulative cost-benefit of vehicle lightweighting.

[0117] In an embodiment of the present application, the output module 230 can output the cumulative cost-benefit of vehicle lightweighting obtained through analysis and calculation to the user.

[0118] For example, the output module 230 can visually display the weight reduction values and cost-benefits at different stages in the forms of tables, bar charts, line charts, etc. For example, the cost-benefits of initial weight reduction and secondary weight reduction are compared using a bar chart, and the changing trend of the cumulative cost-benefit of vehicle lightweighting with the weight reduction value is shown using a line chart.

[0119] A user-friendly visualization interface can also be designed to display the analysis and calculation results in the forms of dynamic charts, dashboards, etc. The user can, through interface interaction, select to view the detailed data of different target vehicle components, different weight reduction stages, or the cumulative cost-benefit of vehicle lightweighting.

[0120] In addition to charts and visualization interfaces, the output module 230 can generate a detailed text report covering the entire process of lightweighting cost-benefit analysis and the cumulative cost-benefit of vehicle lightweighting, including methods, results, and suggestions, etc. Of course, the output module 230 can also output the cumulative cost-benefit of vehicle lightweighting in other ways, and the embodiments of the present application do not limit this.

[0121] According to the vehicle lightweighting cost-benefit analysis system of the present application, by obtaining the initial weight reduction value of the vehicle and determining the target vehicle component, the equivalent cost-benefit of the target vehicle component is calculated based on the initial weight reduction value of the vehicle; and the secondary weight reduction value generated by the target vehicle component due to the initial weight reduction value is calculated; the secondary cost-benefit of vehicle lightweighting is calculated according to the secondary weight reduction value generated by the target vehicle component; the cumulative cost-benefit of vehicle lightweighting is calculated according to the secondary cost-benefit of vehicle lightweighting and the equivalent cost-benefit of the target vehicle component. By calculating the equivalent cost-benefit of the target vehicle component in the embodiments of the present application, the direct economic benefits brought by the initial weight reduction can be accurately evaluated, and further considering that while the initial weight reduction generates benefits for the target vehicle component, it also correspondingly generates secondary weight reduction for the target vehicle component, the lightweighting cost-benefit is calculated by accumulating the secondary cost-benefit corresponding to the secondary weight reduction value, improving the accuracy of vehicle lightweighting cost calculation and providing a basis for lightweight design.

[0122] In some embodiments, calculating the equivalent benefit of the target vehicle component based on the initial weight reduction value of the vehicle includes:

[0123] According to the formula

[0124] Y 1 = (a 1 c 1 / b 1 ) x

[0125] calculate the equivalent battery benefit;

[0126] wherein, Y 1 represents the equivalent battery benefit, x represents the initial weight reduction value, a 1 represents the weight - range sensitivity, b 1 represents the range - power sensitivity, c 1 represents the unit cost of the battery.

[0127] As Figure 4 shown, the direct effect of vehicle weight reduction is to reduce the energy consumption of the vehicle during driving. Because the vehicle weight is reduced, with the same power output, the electric energy consumed by the vehicle is reduced, thus reducing the electricity consumption per 100 kilometers. To achieve the same driving range with the reduction of electricity consumption per 100 kilometers, the battery power required for the vehicle is also correspondingly reduced. Therefore, a smaller - capacity battery can be used without sacrificing the driving range. Since the reduction of battery power directly leads to the reduction of the cost of the battery bill of materials (BOM).

[0128] In this embodiment, based on the derivation as Figure 4 shown, the weight - range sensitivity and range - power sensitivity of the vehicle can be analyzed. Combining with the unit cost of the battery, the equivalent battery benefit can be obtained. Among them, the weight - range sensitivity represents the driving range of the vehicle per unit weight, and the range - power sensitivity represents the driving range of the vehicle per unit power.

[0129] In some embodiments, the driving range of the vehicle under different load weights can be pre - tested to obtain multiple sets of test data, and the relationship between the vehicle weight and the driving range can be determined by regression analysis, so as to determine the weight - range sensitivity. Similarly, the driving range of the vehicle under different battery powers can be pre - tested to obtain multiple sets of test data, and the relationship between the vehicle power and the driving range can be determined by regression analysis, so as to determine the range - power sensitivity.

[0130] In this embodiment, by introducing the calculation formula of the equivalent battery benefit and based on the influence of the vehicle weight on the driving range of the vehicle, factors such as the initial weight reduction value, weight - range sensitivity, range - power sensitivity, and unit cost of the battery are comprehensively considered, which can quantify the direct impact of lightweight measures on the battery cost and accurately calculate the equivalent battery benefit generated by the initial weight reduction value.

[0131] In some embodiments, calculating the equivalent cost-benefit of a target vehicle component based on the initial weight reduction value of the vehicle includes:

[0132] According to the formula

[0133] Y 2 = a 2 c 2 x

[0134] calculate the equivalent benefit of the electric drive;

[0135] wherein, Y 2 represents the equivalent benefit of the electric drive, x represents the initial weight reduction value, and a 2 represents the weight-motor power sensitivity, and c 2 represents the unit cost of the electric drive.

[0136] As Figure 5 shown, due to the reduction of the vehicle weight, less energy is required to drive the lighter vehicle, and the driving force required by the vehicle during driving also decreases accordingly. On the premise of maintaining the same acceleration time, due to the reduction of the driving force demand, the power required by the electric drive system also decreases correspondingly, so that a motor and related components with a smaller power can be used to achieve the same performance. Therefore, motors and related components with lower cost and higher efficiency can be used, thereby reducing the BOM cost of the electric drive system.

[0137] In this embodiment, based on the derivation as Figure 5 shown, the weight-power sensitivity of the vehicle can be combined with the unit cost of the electric drive to obtain the equivalent benefit of the electric drive. Among them, the weight-power sensitivity represents the power required to drive a vehicle of unit weight.

[0138] In some embodiments, the motor power required for the vehicle to maintain the same acceleration time under different load weights can be tested in advance to obtain multiple groups of test data, and the relationship between the vehicle weight and power can be determined by means of regression analysis, so as to determine the weight-power sensitivity.

[0139] In this embodiment, by introducing the calculation formula of the equivalent benefit of the electric drive, based on the influence of the vehicle weight on the electric drive system, factors such as the initial weight reduction value, the weight-motor power sensitivity, and the unit cost of the electric drive are comprehensively considered, and the direct impact of the lightweight measure on the electric drive cost can be quantified, and the equivalent benefit of the electric drive generated by the initial weight reduction value can be accurately calculated.

[0140] In some embodiments, calculating the equivalent benefit of a target vehicle component based on the initial weight reduction value of the vehicle includes:

[0141] According to the formula

[0142] Y 3 =(∑p ic i )x

[0143] Calculate the equivalent benefit of the chassis structure components;

[0144] Among them, Y 3 represents the equivalent benefit of the chassis structure components, and p i represents the influence degree of the i-th component related to the chassis structure on the vehicle weight, and c i represents the unit cost of the i-th component related to the chassis structure.

[0145] As Figure 6 shown, due to the reduction of the vehicle weight, the load-bearing requirement of the vehicle also decreases accordingly. Therefore, lighter materials and structures can be used for the design of the vehicle's chassis structure components, still meeting the safety and performance requirements. The chassis is an important part of the vehicle, including the chassis subframe, steering knuckle, control arm, suspension system, wheels, calipers, brake discs, and steering gear, etc. Based on the reduction of the vehicle load, the chassis structure components can be optimized in design to further reduce the weight. For example, more advanced materials such as high-strength steel, aluminum alloy, or composite materials can be used, as well as more efficient design methods. By optimizing the design and material selection, the BOM cost of the components related to the chassis structure can be reduced.

[0146] In this embodiment, based on the derivation as Figure 6 shown, a finite element regression analysis is performed on the benefit of the chassis structure components. For n finite element systems, the linear relationships between the weight x of the components and the vehicle weight y obtained by big data regression are as follows:

[0147] y 1 = p 1 x 1 + q 1

[0148] y 2 = p 2 x 2 + q 2

[0149] ……

[0150] y n = p n x n + q n

[0151] Among them, y 1 , y 2 , ……, y n represent the vehicle weight, x 1 , x 2 , ……, x n represent the weights of the components related to the chassis structure, and p 1 , p2 , ……, p n is the linear slope, representing the influence degree of chassis architecture-related components on the vehicle weight, q 1 , q 2 , ……, q n is the intercept, representing the reference weight of the vehicle when there is no component weight contribution.

[0152] Through the above analysis, the influence degree p of the chassis architecture-related component i on the vehicle weight can be determined i , where i = 1, 2, 3, ……, n. Combining the initial weight reduction and the unit cost c of the chassis architecture-related component i i , the equivalent benefit of the chassis architecture component can be obtained.

[0153] In this example, by introducing the calculation formula for the equivalent benefit of the chassis architecture component, based on the influence of the vehicle weight on the chassis architecture component, the initial weight reduction value, the influence degree of the chassis architecture-related components on the vehicle weight, and their unit costs are comprehensively considered, so as to more accurately quantify the equivalent benefit of the chassis architecture component brought by lightweighting.

[0154] In some embodiments, calculating the equivalent benefit of the target vehicle component according to the initial weight reduction value of the vehicle includes:

[0155] According to the formula

[0156] Y 4 = Δm 1 c 4

[0157]

[0158] calculate the equivalent benefit of the body safety component;

[0159] where Y 4 represents the equivalent benefit of the body safety component, Δm 1 represents the weight reduction of the body sheet metal parts, that is, the secondary weight reduction value generated by the body safety component, c 4 represents the unit price cost of the sheet metal parts, m 1 represents the vehicle weight before the initial weight reduction, m 2 represents the vehicle weight after the initial weight reduction, m force represents the sheet metal weight on the body transfer path.

[0160] Such as Figure 7As shown, due to the reduction of vehicle weight, the kinetic energy of the vehicle will also decrease accordingly. Kinetic energy is the energy possessed by an object due to its motion, and its magnitude is related to the mass and velocity of the object. At the same speed, a lighter vehicle has less kinetic energy, and in the event of a collision, the impact force and destructive power caused by the vehicle may be smaller. Therefore, through optimized design, it is possible to reduce the weight of body safety components, such as the body A-pillar, B-pillar, front longitudinal beam, sill beam, seat crossbeam, and roof beam, etc., for the sheet metal in the force transmission path, etc., without sacrificing safety performance. For example, more advanced materials, such as high-strength steel, aluminum alloy, or composite materials, etc., can be used. By optimizing the design and material selection, the BOM cost of body safety-related components can be reduced.

[0161] In this embodiment, based on the derivation as Figure 7 shown, a crush model analysis is performed on the body safety components: According to the relationship between the vehicle weight and kinetic energy, kinetic energy and the acting force and energy absorption space, the relationship between the sheet metal weight reduction and the vehicle weight, the sheet metal weight on the force transmission path (generally the weight of the A-pillar + B-pillar + front longitudinal beam + sill beam + seat crossbeam + roof beam, without considering plastic parts) is shown by the following formula:

[0162]

[0163] Combined with the unit price cost of the sheet metal parts, the equivalent benefit of the body safety components can be obtained.

[0164] In this embodiment, by introducing the equivalent benefit calculation formula for the body safety components, based on the impact of the vehicle weight on the body safety components, considering factors such as the sheet metal weight reduction of the body, the vehicle weight before and after the initial weight reduction, and the sheet metal weight on the body transmission path, etc., it is possible to more accurately measure the cost-benefit of the lightweight measures for the body safety components.

[0165] In some embodiments, calculating the secondary weight reduction value generated by the target vehicle components based on the initial weight reduction value includes:

[0166] According to the formula

[0167] Δm 2 =[a 1 / b 1 d 1 x

[0168] Calculate the secondary weight reduction value generated by the battery based on the initial weight reduction value;

[0169] where, Δm 2 represents the battery weight reduction, that is, the secondary weight reduction value generated by the battery, and d 1 represents the battery energy density.

[0170] In this embodiment, considering that the cruising range will increase after vehicle weight reduction, in order to maintain the same cruising range, the required battery power will decrease, and thus the weight of the battery will also be reduced accordingly. According to the above formula, it can be calculated how much the cruising range will increase after vehicle weight reduction. Combining with the battery energy density, the amount of battery weight reduction required to maintain the cruising range before vehicle weight reduction can be calculated.

[0171] In this embodiment, considering that after the overall vehicle weight is reduced, the battery power of the vehicle with the same cruising range is also reduced accordingly. Based on the battery energy density, the initial weight reduction value that enables the secondary weight reduction value generated by the battery can be accurately calculated, which helps to accurately evaluate the long-term benefits of lightweight on the battery system.

[0172] In some embodiments, calculating the secondary weight reduction value generated by the target vehicle component based on the initial weight reduction value includes:

[0173] According to the formula

[0174] Δm 3 =∑p i x

[0175] Calculate the secondary weight reduction value generated by the chassis structure component based on the initial weight reduction value;

[0176] where Δm 3 represents the weight reduction of the chassis structure component, that is, the secondary weight reduction value generated by the chassis structure component.

[0177] In this embodiment, considering that after the overall vehicle weight is reduced, the load of the vehicle is reduced, and the chassis structure component can be optimized for weight reduction. Based on the influence degree of the relevant parts of the chassis structure on the overall vehicle weight, the initial weight reduction value that enables the secondary weight reduction value generated by the chassis structure component can be accurately calculated, which helps to accurately evaluate the long-term benefits of lightweight on the chassis structure component.

[0178] In some embodiments, calculating the secondary cost benefit of vehicle lightweight based on the secondary weight reduction value generated by the target vehicle component includes:

[0179] Calculate the cumulative weight reduction value of the vehicle based on the initial weight reduction value and the secondary weight reduction value generated by the target vehicle component;

[0180] Calculate the secondary cost benefit of vehicle lightweight based on the cumulative weight reduction value and the equivalent cost benefit generated by the target vehicle component.

[0181] In this embodiment, the initial weight reduction value of the vehicle and the secondary weight reduction value generated by the target vehicle component can be combined to calculate the cumulative weight reduction value of the vehicle. For example, the initial weight reduction value and the secondary weight reduction value can be added together to obtain the cumulative weight reduction value of the vehicle.

[0182] Since the secondary weight reduction is indirectly caused by the initial weight reduction, there may be mutual influence and superposition effects between the initial weight reduction and the secondary weight reduction. Especially after the weight reduction reaches a certain proportion, the impact of additional weight reduction on vehicle performance and cost may be more significant. Calculating the cumulative weight reduction value by directly adding the initial weight reduction value and the secondary weight reduction value may not accurately reflect the actual weight reduction effect of the vehicle after implementing the lightweight measures.

[0183] Considering that the effect of weight reduction may not be linear. In some embodiments, the cumulative weight reduction value of the vehicle can be calculated according to the formula

[0184] X = x / [1 - (Δm 1 + Δm 2 + Δm 3 ) / 100]

[0185] where X represents the cumulative weight reduction value.

[0186] In this embodiment, by summarizing the secondary weight reduction values of each target vehicle component, the total weight reduction effect of the vehicle during the lightweight process is obtained, which not only considers the benefits brought by direct weight reduction but also covers the subsequent weight reduction effects caused by the initial weight reduction, thus more accurately reflecting the long-term benefits of lightweight technology.

[0187] In some embodiments, the secondary cost benefit of vehicle lightweighting can be calculated according to the formula

[0188] In some embodiments, the formula

[0189] Y 5 = (X / x - 1) ∑Y i

[0190] is used to calculate the secondary cost benefit of vehicle lightweighting;

[0191] where Y 5 represents the secondary cost benefit of vehicle lightweighting, and Y i represents the equivalent cost benefit generated by the target vehicle component i, and i = 1, 2, 3, 4.

[0192] In the above formula, X / x - 1 represents the weight reduction benefit exceeding the initial weight reduction target, that is, the additional benefit brought by the secondary weight reduction. Multiplying X / x - 1 by the sum ∑Y i of the equivalent cost benefits generated by the target vehicle components, the secondary cost benefit of vehicle lightweighting can be obtained.

[0193] In this embodiment, the cumulative cost benefit Y of vehicle lightweighting is:

[0194] Y = ∑Y i

[0195] where i = 1, 2, 3, 4, 5.

[0196] In this embodiment, by considering the ratio of the cumulative weight reduction value to the initial weight reduction value and summarizing the equivalent cost-benefits of each target vehicle component, the marginal benefit of the lightweighting measure can be reflected, that is, as the weight reduction increases, the cost savings per unit of weight reduction may vary, further improving the accuracy of vehicle lightweighting cost calculation.

[0197] In this embodiment, by accumulating the initial weight reduction value and the secondary weight reduction value, the impact of the lightweighting measure on the total vehicle weight can be evaluated more comprehensively, considering not only the direct weight reduction effect but also the subsequent weight reduction effect caused by the initial weight reduction, thus more accurately reflecting the long-term benefits of the lightweighting technology.

[0198] The vehicle lightweighting cost-benefit analysis system in the embodiments of the present application can be an electronic device, a component in an electronic device, such as an integrated circuit or a chip, or a functional module or a functional entity of an electronic device. The electronic device can be a terminal or other devices other than a terminal. Exemplarily, the electronic device can be a mobile phone, a tablet computer, a laptop computer, a handheld computer, an in-vehicle electronic device, a Mobile Internet Device (MID), an augmented reality (AR) / virtual reality (VR) device, a robot, a wearable device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA), etc., and can also be a server, a Network Attached Storage (NAS), a personal computer (PC), a television (TV), a teller machine, or a self-service machine, etc. The embodiments of the present application do not make specific limitations.

[0199] In some embodiments, as Figure 8 shown, the embodiments of the present application further provide an electronic device 800, including a processor 801, a memory 802, and a computer program stored on the memory 802 and executable on the processor 801. When the program is executed by the processor 801, it implements the various processes of the above embodiments and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0200] It should be noted that the electronic devices in the embodiments of the present application include the above-mentioned mobile electronic devices and non-mobile electronic devices.

[0201] The embodiments of the present application also provide a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the various processes of the above embodiments and can achieve the same technical effects. To avoid repetition, details are not described herein again.

[0202] Among them, the processor is the processor in the electronic device in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory ROM, random access memory RAM, magnetic disks, or optical discs, etc.

[0203] It should be noted that in this article, the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including that element. In addition, it should be pointed out that the methods and devices in the embodiments of the present application are not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in a reverse order according to the functions involved. For example, the described methods may be performed in an order different from that described, and various steps may be added, omitted, or combined. Additionally, the features described with reference to certain examples may be combined in other examples.

[0204] Through the description of the above embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation. Based on this understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. The computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disc) and includes several instructions for causing a terminal (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present application.

[0205] The embodiments of the present application have been described above with reference to the drawings, but the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the spirit and scope protected by the claims of the present application, and all of them belong to the protection scope of the present application.

[0206] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

[0207] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle lightweight cost-benefit analysis system, characterized in that: include: An acquisition module, used for acquiring an initial weight loss value of a vehicle and determining a target vehicle component; An analysis module, configured to calculate an equivalent cost benefit of the target vehicle component according to the initial weight reduction value; and calculating a secondary weight reduction value generated by the target vehicle component based on the initial weight reduction value; and calculating a secondary cost benefit of vehicle lightweighting according to the secondary weight reduction value generated by the target vehicle component; Calculate the cumulative cost benefit of vehicle lightweighting according to the secondary cost benefit of vehicle lightweighting and the equivalent cost benefit; An output module is used to output the accumulated cost benefit of the vehicle lightweighting.

2. The system according to claim 1, characterized in that The equivalent benefits of the target vehicle components include at least one of battery equivalent benefits, electric drive equivalent benefits, chassis frame component equivalent benefits and body safety component equivalent benefits.

3. The system according to claim 1, characterized in that The calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value comprises: According to the formula Y1=(a1c1 / b1)x Calculate battery equivalent benefits; Among them, Y1 represents the battery equivalent benefit, x represents the initial weight reduction value, a1 represents the weight-endurance sensitivity, b1 represents the endurance-power sensitivity, and c1 represents the unit cost of the battery.

4. The system according to claim 1, characterized in that The calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value comprises: According to the formula Y2=a2c2x Calculate the equivalent benefits of electric drive; Among them, Y2 represents the equivalent benefit of electric drive, x represents the initial weight reduction value, a2 represents the weight-motor power sensitivity, and c2 represents the unit cost of electric drive.

5. The system according to claim 1, characterized in that The calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value comprises: According to the formula Y3=(∑p i c i )x Calculate chassis frame component equivalent benefits; Among them, Y3 represents the equivalent benefit of chassis frame components, p i Indicates the influence of chassis structure related components i on the vehicle weight, c i Represents the unit cost of chassis structure related component i.

6. The system according to claim 1, characterized in that The calculating the equivalent cost benefit of the target vehicle component according to the initial weight reduction value comprises: According to the formula Y4=Δm1c4 Calculate the equivalent benefits of vehicle body safety parts; Among them, Y4 represents the equivalent benefit of body safety parts, Δm1 represents the weight reduction of body sheet metal parts, c4 represents the unit cost of sheet metal parts, m1 represents the weight of the vehicle before initial weight reduction, m2 represents the weight of the vehicle after initial weight reduction, and m force Indicates the weight of sheet metal on the vehicle body transfer path.

7. The system according to claim 1, characterized in that The calculating a secondary weight reduction value of the target vehicle component based on the initial weight reduction value comprises: According to the formula Δm2=[a1 / b1d1]x Calculate a secondary weight reduction value of the battery based on the initial weight reduction value; Among them, Δm2 represents the battery weight reduction, and d1 represents the battery energy density.

8. The system according to claim 1, characterized in that The calculating a secondary weight reduction value of the target vehicle component based on the initial weight reduction value comprises: According to the formula Δm3=∑p i x Calculating a secondary weight reduction value of the chassis frame component based on the initial weight reduction value; Among them, Δm3 represents the weight reduction of chassis frame components.

9. The system according to claim 1, characterized in that The calculating of the secondary cost benefit of vehicle lightweighting according to the secondary weight reduction value generated by the target vehicle component comprises: Calculating a cumulative weight loss value of the vehicle according to the initial weight loss value and the secondary weight loss value generated by the target vehicle component; The secondary cost benefit of vehicle lightweighting is calculated based on the cumulative weight reduction value and the equivalent cost benefit generated by the target vehicle component.

10. The system according to claim 9, characterized in that The calculating the cumulative weight loss value of the vehicle according to the initial weight loss value and the secondary weight loss value generated by the target vehicle component comprises: According to the formula X=x / [1-(Δm1+Δm2+Δm3) / 100] Calculate the cumulative weight loss of the vehicle; Where X represents the cumulative weight loss value.

11. The system according to claim 9, characterized in that The calculating of the secondary cost benefit of vehicle lightweighting according to the accumulated weight reduction value and the equivalent cost benefit generated by the target vehicle component comprises: According to the formula Y5=(X / x-1)∑Y i Calculate the secondary cost benefits of vehicle lightweighting; Among them, Y5 represents the secondary cost benefit of vehicle lightweighting, Y i represents the equivalent cost benefit generated by component i of the target vehicle.

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