Front collision barrier partitioning method based on vehicle front structure data

Abstract

The invention belongs to the technical field of barrier partitioning, and particularly relates to a front collision barrier partitioning method based on vehicle front structure data, which comprises the following steps: firstly, constructing a force wall collision database of a target vehicle model, and calculating to obtain a deformation crushing area of the target vehicle model based on a force wall collision curve in the force wall collision database to represent a barrier X-direction partitioning scheme; constructing a vehicle front structure database of the target vehicle model, screening the terrain clearance data of a vehicle front energy absorption part based on the vehicle front structure database, and representing a barrier Z-direction partitioning scheme; and finally, based on the barrier X-direction blocking scheme and the barrier Z-direction blocking scheme, an initial vehicle barrier is constructed, corner cutting processing is performed on the collision side and the opposite side of the initial vehicle front barrier, and a final vehicle barrier is generated. The problem that an existing front collision barrier cannot well represent the front structure of a real vehicle can be solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of barrier segmentation, and particularly relates to a frontal impact barrier segmentation method based on vehicle front structure data. Background Art

[0002] With the continuous development of automotive safety technologies, the Mobile Progressive Deformable Barrier (MPDB) crash test has become an important means to evaluate vehicle crash compatibility; the existing MPDB barrier segmentation design is mainly based on the longitudinal layering concept, with a three-layer segmentation structure set in the collision direction (longitudinal). The setting of its overall size and the size of each segment does not fully combine the real vehicle front structure characteristics. This design exposes significant defects in practical applications, resulting in a large difference between the dynamic response and structural deformation mode of the vehicle being impacted and the real vehicle-to-vehicle collision scenario, and it is difficult to accurately reflect the actual crash performance of the vehicle.

[0003] First, the existing MPDB barrier segmentation form only considers longitudinal layering and ignores the significant differences in the height direction of the vehicle front structure; for example, there are obvious differences in the load characteristics and deformation modes borne by the upper region of the vehicle longitudinal beam (Shotgun), the longitudinal beam assembly, and the subframe assembly during the collision process. The single-layer height design of the existing barrier cannot accurately match these structural characteristics, resulting in the contact position, contact area, and force transmission path between the barrier and the vehicle being impacted not conforming to the real scenario. Especially when components such as the engine rigid part assembly and wheels of the vehicle being impacted come into contact with the barrier, the existing barrier cannot effectively simulate the interaction between these rigid regions and the flexible structure of the vehicle, thereby causing the collision force-displacement curve to be distorted and affecting the accurate assessment of the vehicle's crashworthiness.

[0004] Secondly, there are defects in the geometric shape design of the existing MPDB barrier. Due to the lack of collision side and opposite side chamfers, when the barrier collides with the vehicle being impacted, vehicle rigid parts (such as engine blocks, transmissions, etc.) and wheels are prone to getting stuck in the barrier structure, forming a local extrusion effect; this extrusion effect not only changes the deformation mode of the vehicle being impacted but also leads to unexpected transmission of collision energy, making the test results unable to truly reflect the energy absorption characteristics and occupant protection effect of the vehicle in actual accidents. In addition, the matching degree between the segment size of the existing barrier and the vehicle front structure is insufficient, further exacerbating this asymmetric deformation phenomenon and resulting in a reduction in the repeatability and comparability of the test results. Summary of the Invention

[0005] The technical problem solved by the present invention is to provide a frontal impact barrier segmentation method based on vehicle front structure data to solve the problem that the existing frontal impact barrier cannot well represent the real vehicle front structure.

[0006] The basic solution provided by the present invention: A method for dividing the frontal impact barrier in blocks based on the vehicle front structure data, comprising:

[0007] S1: Construct a force wall collision database for the target vehicle model, and calculate the deformation and crushing area of the target vehicle model based on the force wall collision curve in the force wall collision database, which is used to represent the X-direction block scheme of the barrier;

[0008] S2: Construct a vehicle front structure database for the target vehicle model, and screen the ground clearance data of the energy-absorbing components in the vehicle front based on the vehicle front structure database, which represents the Z-direction block scheme of the barrier;

[0009] S3: Based on the X-direction block scheme and Z-direction block scheme of the barrier, construct an initial vehicle barrier, and perform chamfering on the collision side and the opposite side of the initial vehicle front barrier to generate the final vehicle barrier.

[0010] Further, the S1 includes:

[0011] S1-1: Construct a force wall collision database for the target vehicle model, obtain the force wall collision curves during the frontal collision of several target vehicle models, and store them in the force wall collision database;

[0012] S1-2: Extract the force wall collision data curves in the force wall collision database and perform preprocessing, screen out the discrete maximum deformation displacement data, and retain the non-discrete maximum deformation displacement data;

[0013] S1-3: Perform statistical distribution processing based on the non-discrete maximum deformation displacement data, and define the block area according to the crushing deformation conditions of the crossbeam, energy-absorbing box and longitudinal beam of the target vehicle model, and generate the main deformation and crushing area of the target vehicle model;

[0014] S1-4: Generate the X-direction block scheme of the barrier for the target vehicle model based on the anti-penetration block area, main deformation and crushing area and process design area of the target vehicle model.

[0015] Further, the expression for performing statistical distribution processing based on the non-discrete maximum deformation displacement data in S1-3 is:

[0016] X design = μ max_deform ×(1 + α)

[0017] Wherein, X design represents the mean value of the maximum deformation displacement, μ max_deform represents the maximum deformation displacement amount, and α is the safety factor.

[0018] Further, the X-direction block scheme of the barrier for the target vehicle model in S1-4 is specifically:

[0019] Take the anti-penetration block area of the target vehicle model as the A block in the X direction of the barrier;

[0020] Use the main deformation and crushing area of the target vehicle model as the X-direction B block of the barrier;

[0021] Use the process design area of the target vehicle model as the X-direction C block of the barrier;

[0022] Bond the X-direction A block, X-direction B block, and X-direction C block of the barrier as the X-direction positive collision barrier of the target vehicle model.

[0023] Furthermore, the S2 includes:

[0024] S2-1: Construct a vehicle front structure database for the target vehicle model, obtain several front structure parameters of the target vehicle model, and store them in the vehicle front structure database;

[0025] S2-2: Based on the energy-absorbing components of the front structure of the target vehicle model, and based on the distribution characteristics of the energy-absorbing components, screen the ground clearance data of each energy-absorbing component to generate a Z-direction block plan for the barrier.

[0026] Furthermore, in the S2-2, based on the distribution characteristics of the energy-absorbing components, screening the ground clearance data of each energy-absorbing component to generate a Z-direction block plan for the barrier is specifically as follows:

[0027] Obtain the structural parameters of the front shock absorber, longitudinal beam, and subframe of the vehicle front part, and generate the B1 block, B2 block, and B3 block of the Z-direction block of the barrier based on the obtained front shock absorber, longitudinal beam, and subframe;

[0028] Determine the vertical boundary of the B1 block according to the ground clearance data of the front shock absorber to form the overall height dimension of the Z-direction of the barrier;

[0029] Determine the vertical boundary of the B2 block according to the upper and lower ground clearance data of the vehicle longitudinal beam to form the honeycomb dimension of the Z-direction B2 block of the barrier;

[0030] Determine the vertical boundary of the B3 block according to the upper and lower ground clearance data of the vehicle subframe to form the honeycomb dimension and ground clearance of the Z-direction B3 block of the barrier.

[0031] Furthermore, the S3 includes:

[0032] S3-1: Generate an initial vehicle barrier based on the X-direction block plan and Z-direction block plan of the barrier;

[0033] S3-2: Obtain the distance data from the tire of the target vehicle model to the front end of the vehicle, and obtain the distance between the vehicle and the side of the powertrain, and perform chamfering on the collision side and the opposite side of the initial vehicle barrier to obtain the final vehicle barrier.

[0034] The principle and advantages of the present invention are as follows: In the technical solution of this application, the multi-dimensional data-driven chunking strategy realizes the precise matching of the positive impact barrier and the vehicle front structure. Specifically, first, a force wall collision database is constructed, and the collision curves of the cross beam, energy absorption box, and longitudinal beam are collected. After removing discrete data through preprocessing, a statistical model is used to analyze the distribution law of the maximum deformation displacement, and the main deformation and crushing areas are determined in combination with the safety factor. On this basis, the anti-penetration block area, main deformation area, and process design area are glued together in sequence to form an X-direction chunking scheme, ensuring that the barrier can simulate the progressive collapse characteristics of the vehicle structure during the collision.

[0035] Secondly, the ground clearance data of the front shock absorber, longitudinal beam, and subframe are extracted from the vehicle front structure database, and a Z-direction layered structure is constructed respectively. The height of the front shock absorber determines the overall vertical boundary, the upper and lower limits of the longitudinal beam form the honeycomb size, and the height of the subframe optimizes the energy absorption distribution. This layered design enables the barrier to highly match the energy absorption structure of the actual vehicle in the Z-axis direction, improving the energy absorption efficiency.

[0036] Finally, after fusing the X-Z direction chunking scheme to generate the initial barrier, chamfering is performed on the collision side and the opposite side based on the data of the distance from the front end of the tire and the distance from the side of the powertrain. This step solves the problem of the geometric mismatch between the traditional barrier and the actual vehicle boundary, ensuring that the barrier can cover the key energy absorption areas while avoiding interference with non-collision structures, and significantly improving the physical authenticity of the simulation model.

[0037] Therefore, the advantages of this application are as follows:

[0038] 1. The data-driven chunking strategy realizes the deep coupling of the barrier structure and vehicle performance: The X-Z direction chunking design makes the barrier highly coincide with the deformation mode of the actual vehicle, significantly improving the physical authenticity of the collision simulation; the layered and chunked structure realizes the gradient control of energy absorption, effectively optimizing the collision energy transfer path; the chamfering processing technology solves the geometric matching problem between the traditional barrier and the actual vehicle boundary, avoiding the interference effect in the non-collision area; the reserved space in the process design area enhances the manufacturing feasibility and reduces the tolerance sensitivity during the production process.

[0039] 2. Overall, it breaks through the empirical dependence of traditional barrier design, provides an efficient and accurate simulation tool for automotive safety development, and significantly improves the development efficiency and product performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a flowchart of an embodiment of the present invention;

[0041] Figure 2 is a schematic diagram of the vehicle force wall collision pulse curve of an embodiment of the present invention;

[0042] Figure 3Schematic diagram of the force wall collision curves of 12 mid - sized sedans exemplified in the embodiments of the present invention;

[0043] Figure 4 Schematic diagram of the X - direction block of the barrier in the embodiments of the present invention;

[0044] Figure 5 Flow chart of the Z - direction block scheme of the barrier in the embodiments of the present invention;

[0045] Figure 6 Schematic diagram of the Z - direction block of the barrier in the embodiments of the present invention;

[0046] Figure 7 Schematic diagram of the front - section and size statistics of a 50th - percentile SUV and sedan in the embodiments of the present invention;

[0047] Figure 8 Schematic diagram of the final barrier plane in the present invention;

[0048] Figure 9 Schematic diagram of vehicle tire collision;

[0049] Figure 10 Schematic diagram of powertrain collision;

[0050] Figure 11 Schematic diagram of the 3D structure of the final barrier in the present invention;

[0051] Figure 12 Schematic diagram of the comparison of the force - displacement curves of the vehicle being hit in the collision of the final barrier of the present invention, the existing barrier and the real vehicle; Detailed implementation manners

[0052] The following is a further detailed description through specific implementation manners:

[0053] The embodiment is basically as shown in the appendix Figure 1 : A front - impact barrier - block method based on vehicle front - structure data, including:

[0054] S1: Construct a force - wall collision database for the target vehicle model, and calculate the deformation and crushing area of the target vehicle model based on the force - wall collision curves in the force - wall collision database to represent the X - direction block scheme of the barrier; wherein, S1 includes:

[0055] S1 - 1: Construct a force - wall collision database for the target vehicle model, obtain the force - wall collision curves of the cross - beam, energy - absorbing box and longitudinal beam during the frontal collision of several target vehicle models, and store them in the force - wall collision database;

[0056] S1 - 2: Extract the force - wall collision data curves in the force - wall collision database and perform pre - processing, screen out the discrete maximum deformation displacement data, and retain the non - discrete maximum deformation displacement data;

[0057] S1-3: Perform statistical distribution processing based on the undiscretized maximum deformation displacement data to generate the main deformation and crushing regions of the target vehicle model;

[0058] S1-4: Generate the X-direction block plan of the barrier for the target vehicle model based on the anti-penetration block region, main deformation and crushing regions, and process design region of the target vehicle model.

[0059] In this embodiment, the X-direction block plan of the barrier is executed based on the statistical data of the frontal collision crushing deformation amount of the vehicle. As Figure 2 shown, the several typical characteristic regions of the vehicle's overall force wall collision pulse are as follows:

[0060] The first peak occurs when the energy absorption box starts to deform after the crossbeam is compressed and deformed;

[0061] The second peak occurs when the longitudinal beam starts to participate in the deformation after the energy absorption box is completely compressed;

[0062] Finally, the longitudinal beam deforms to rigid parts such as the engine, and then the vehicle rebounds as a whole.

[0063] Therefore, based on the above collision pulse situation, define the deformation and crushing regions of the barrier X-direction block according to the crossbeam, energy absorption box, and longitudinal beam. By constructing a force wall collision database, obtain the force wall collision curve of the target vehicle model and store it in the force wall collision database; as Figure 3 shown, the force wall collision curves of 12 best-selling mid-size sedans selected in this application are shown. After screening out the discrete maximum deformation displacement, extract the undiscretized maximum deformation displacement and calculate its statistical distribution. The expression is:

[0064] X design = μ max_deform ×(1 + α)

[0065] where X design represents the mean value of the maximum deformation displacement, μ max_deform represents the maximum deformation displacement amount, and α is the safety factor.

[0066] The sample mean value of the maximum deformation displacement is obtained as 600 mm. Considering a 20% deformation allowance in combination with the deformation characteristics of the barrier honeycomb aluminum, the size of the main crushing region in the X-direction of the barrier for the vehicle model shown in Figure 3 can be determined to be 705 mm. After engineering rounding to 700 mm, the main deformation and crushing region of the barrier is obtained as 700 mm.

[0067] Finally, based on the front part barrier structure of the vehicle, define the anti-penetration block region and the process design region, as Figure 4As shown in the figure, the anti-penetration block area of the target vehicle model is used as the A block in the X direction of the barrier, and the A block accounts for 50 mm; the main deformation and crushing area of the target vehicle model is used as the B block in the X direction of the barrier, and the B block accounts for 700 mm; the process design area of the target vehicle model is used as the C block in the X direction of the barrier, and the C block accounts for 50 mm; then the A block in the X direction of the barrier, the B block in the X direction of the barrier, and the C block in the X direction of the barrier are bonded together to form the X-direction positive impact barrier of the target vehicle model.

[0068] S2: Construct the vehicle front structure database of the target vehicle model, and screen the ground clearance data of the vehicle front energy-absorbing components based on the vehicle front structure database to characterize the Z-direction block scheme of the barrier; where S2 includes:

[0069] S2-1: Construct the vehicle front structure database of the target vehicle model, obtain several front structure parameters of the target vehicle model, and store them in the vehicle front structure database;

[0070] S2-2: Based on the energy-absorbing components of the front structure of the target vehicle model, screen the ground clearance data of each energy-absorbing component based on the distribution characteristics of the energy-absorbing components to generate the Z-direction block scheme of the barrier; in S2-2, screening the ground clearance data of each energy-absorbing component based on the distribution characteristics of the energy-absorbing components to generate the Z-direction block scheme of the barrier is specifically:

[0071] Obtain the structural parameters of the front shock absorber, longitudinal beam and subframe of the vehicle front, and generate the B1 block, B2 block and B3 block of the Z-direction block of the barrier based on the obtained front shock absorber, longitudinal beam and subframe;

[0072] Determine the vertical boundary of the B1 block according to the ground clearance data of the front shock absorber to form the overall height dimension of the Z direction of the barrier;

[0073] Determine the vertical boundary of the B2 block according to the upper and lower ground clearance data of the vehicle longitudinal beam to form the honeycomb size of the B2 block in the Z direction of the barrier;

[0074] Determine the vertical boundary of the B3 block according to the upper and lower ground clearance data of the vehicle subframe to form the honeycomb size and ground clearance of the B3 block in the Z direction of the barrier.

[0075] In this embodiment, the Z-direction block of the barrier refers to the main energy-absorbing components of the vehicle front structure, such as Shotgun, longitudinal beam, subframe and other energy-absorbing components. By screening the vehicle structure parameters, such as the height of the vehicle front shock absorber, the upper and lower ground clearance of the vehicle longitudinal beam, and the upper and lower ground clearance of the vehicle subframe, the barrier block design is carried out, as Figure 5 shown, is the schematic flow chart of the Z-direction block scheme of the barrier in this application. The height dimension of the vehicle front shock absorber determines the vertical boundary of the upper B1 block of the barrier, which is used to match the energy-absorbing height range of the area above the longitudinal beam, as Figure 6As shown in the figure; the height from the ground of the upper and lower parts of the vehicle longitudinal beam determines the vertical dimension of the middle part B2 of the barrier, and the height from the ground of the upper and lower parts of the subframe determines the vertical dimension of the lower part B3 of the barrier. The dimension design needs to cover the installation position of the subframe assembly to ensure that the barrier can simulate the support and energy absorption functions of the subframe during a collision, as Figure 6 The figure shows a schematic diagram of the block division scheme of the barrier in the Z direction.

[0076] To better illustrate the block division scheme of the barrier in the Z direction, as Figure 7 shown, it is a comparison of the height of the front shock absorber of the vehicle, the height from the ground of the upper and lower parts of the vehicle longitudinal beam, and the height from the ground of the upper and lower parts of the vehicle subframe for a reference 59th percentile mid-size sedan and SUV. Among them, the target vehicle model of this application is set to a B1 block height of 300 mm, a B2 block height of 230 mm, and a B3 block height of 260 mm according to the comparison results.

[0077] S3: Based on the block division scheme of the barrier in the X direction and the block division scheme of the barrier in the Z direction, construct an initial vehicle barrier, and perform chamfering on the collision side and the opposite side of the initial vehicle front barrier to generate a final vehicle barrier. Among them, S3 includes:

[0078] S3-1: Generate an initial vehicle barrier based on the block division scheme of the barrier in the X direction and the block division scheme of the barrier in the Z direction;

[0079] S3-2: Obtain the distance data from the tire to the front end of the target vehicle model, and obtain the distance between the vehicle and the side of the powertrain, and perform chamfering on the collision side and the opposite side of the initial vehicle barrier to obtain the final vehicle barrier.

[0080] In this embodiment, to better show the scheme of generating an initial vehicle barrier through the block division scheme of the barrier in the X direction and the block division scheme of the barrier in the Z direction, according to the barrier schematic diagram of a 50th percentile mid-size sedan as Figure 8 shown in the left side view, for the generated initial barrier, chamfering also needs to be performed on its collision side and the opposite side, as Figure 9 shown, the force transmission of the sill beam caused by the collision of the collision tire is greater than that of the actual vehicle collision. Moreover, as Figure 10 shown, the collision mode between the powertrain and the barrier also results in a relatively large force transmission caused by the collision of the powertrain. Therefore, corresponding chamfering needs to be performed on the barrier. In this application, chamfering is achieved by reducing the width of the barrier edge to reduce the initial contact area of the tire, thereby reducing the non-expected force transmission path. On the other hand, the chamfering design can adjust the geometric contour of the barrier collision surface, making the edge structure of the barrier closer to that of the actual vehicle, and further making the contact mode between the powertrain and the barrier closer to the actual vehicle collision; the chamfering schematic diagram is as Figure 8 shown in the right side view.

[0081] Therefore, the 3D schematic diagram of the finally generated barrier is as Figure 11As shown, it includes three sub-blocks A, B, and C. The B sub-block is further divided into B1 sub-block, B2 sub-block, and B3 sub-block. The sub-blocks are then bonded together through an intermediate plate, a contact plate, a bending part, and a sealing plate, and fixed to the trolley through a back plate to obtain the final barrier.

[0082] Therefore, the barrier obtained by the sub-block solution in this application effectively improves the dynamic response, structural deformation, and similarity of the force-displacement curve of the vehicle being hit in the frontal collision condition of vehicle-to-vehicle and barrier-to-vehicle compared to the existing barrier. The force-displacement curve comparison of the barrier of the present invention and the existing barrier with the actual vehicle during the collision is as Figure 12 shown. In the figure, the blue curve is the force-displacement curve of the vehicle being hit in the vehicle-to-vehicle impact, the left red curve is the force-displacement curve of the vehicle being hit in the impact between the existing barrier and the vehicle, and the right red curve is the force-displacement curve of the vehicle being hit in the impact between the barrier of the present invention and the vehicle. It can be seen that through the re-design of the sub-blocks in the X and Z directions, the collision mechanical characteristics of the vehicle being hit in the collision between the barrier of the present invention and the actual vehicle are closer to those of the vehicle-to-vehicle collision. Furthermore, it shows that the barrier of the present invention has a structural feature and mechanical property closer to the actual vehicle compared to the existing barrier.

[0083] The above are only embodiments of the present invention. Common knowledge such as specific structures and characteristics in the solution is not described in detail here. Those of ordinary skill in the art know all the common technical knowledge in the technical field to which the invention belongs before the application date or the priority date, can know all the existing technologies in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, complete and implement this solution in combination with their own abilities. Some typical well-known structures or well-known methods should not become an obstacle for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can still be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope required by this application should be based on the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to explain the content of the claims.

Claims

1. A head-on barrier segmentation method based on vehicle front structure data, characterized in that: include: S1: Construct a force wall collision database of the target vehicle model, and calculate the deformation and crushing area of ​​the target vehicle model based on the force wall collision curve in the force wall collision database to characterize the X-direction segmentation scheme of the barrier; S2: Build a vehicle front structure database of the target vehicle model, screen the ground clearance data of the vehicle front energy absorbing parts based on the vehicle front structure database, and characterize the barrier Z-direction segmentation scheme; S3: Based on the barrier X-direction block scheme and the barrier Z-direction block scheme, an initial vehicle barrier is constructed, and the collision side and the opposite side of the initial vehicle front barrier are cut to generate the final vehicle barrier.

2. The head-on barrier segmentation method based on vehicle front structure data according to claim 1, characterized in that: The S1 includes: S1-1: construct a force-wall collision database of a target vehicle model, obtain force-wall collision curves of several target vehicle models during frontal collision, and store them in the force-wall collision database; S1-2: extract the force wall collision data curve in the force wall collision database and perform preprocessing, filter out the discrete maximum deformation displacement data, and retain the non-discrete maximum deformation displacement data; S1-3: Perform statistical distribution processing based on the non-discrete maximum deformation displacement data, and define the block area according to the crushing deformation of the cross beam, energy absorption box and longitudinal beam of the target vehicle model to generate the main deformation crushing area of ​​the target vehicle model; S1-4: Generate the X-direction partitioning scheme of the barrier of the target vehicle model based on the anti-penetration block area, main deformation and crushing area and process design area of ​​the target vehicle model.

3. The head-on barrier segmentation method based on vehicle front structure data according to claim 2 is characterized in that: The expression for statistical distribution processing based on the non-discrete maximum deformation displacement data in S1-3 is: X design =μ max_deform ×(1+a) Among them, X design Represents the mean value of the maximum deformation displacement, μ max_deform represents the maximum deformation displacement, and α is the safety factor.

4. The method for dividing head-on barrier into blocks based on vehicle front structure data according to claim 3, characterized in that: The X-direction segmentation scheme of the barrier of the target vehicle model in S1-4 is specifically as follows: Use the anti-penetration block area of ​​the target vehicle model as a barrier to divide it into blocks in the X direction A; The main deformation and crushing area of ​​the target vehicle model is used as the barrier to divide it into blocks in the X direction and B direction; Use the process design area of ​​the target vehicle model as a barrier to divide it into C blocks in the X direction; The barrier X-direction A block, the barrier X-direction B block and the barrier X-direction C block are bonded together to form the X-direction head-on collision barrier of the target vehicle model.

5. The method for dividing head-on barrier into blocks based on vehicle front structure data according to claim 4, characterized in that: The S2 includes: S2-1: constructing a vehicle front structure database of a target vehicle model, obtaining a number of target vehicle model front structure parameters, and storing them in the vehicle front structure database; S2-2: Based on the energy absorbing parts of the front structure of the target vehicle model and the distribution characteristics of the energy absorbing parts, the ground clearance data of each energy absorbing part is screened to generate a Z-direction segmentation scheme for the barrier.

6. The method for dividing head-on barrier into blocks based on vehicle front structure data according to claim 5, characterized in that: In S2-2, based on the distribution characteristics of the energy absorbing parts, the height data of each energy absorbing part from the ground is screened to generate a Z-direction partitioning scheme of the barrier, which is specifically: Acquire structural parameters of the front shock absorber, longitudinal beam and subframe at the front of the vehicle, and generate B1 block, B2 block and B3 block of the barrier Z direction block based on the acquired front shock absorber, longitudinal beam and subframe; Determine the vertical boundary of the B1 block according to the ground clearance data of the front shock absorber to form the overall height dimension of the barrier in the Z direction; Determine the vertical boundary of the B2 block according to the upper and lower ground clearance data of the vehicle longitudinal beam to form the honeycomb size of the B2 block in the Z direction of the barrier; The vertical boundary of the B3 block is determined according to the ground clearance data of the upper and lower parts of the vehicle subframe, forming the honeycomb size and ground clearance of the B3 block in the Z direction of the barrier.

7. The method for dividing head-on barrier into blocks based on vehicle front structure data according to claim 6, characterized in that: The S3 includes: S3-1: Generate an initial vehicle barrier based on the barrier X-direction segmentation scheme and the barrier Z-direction segmentation scheme; S3-2: Obtain the distance data from the tire to the front end of the target vehicle model, as well as the distance between the vehicle and the side of the powertrain, perform angle cutting on the collision side and the opposite side of the initial vehicle barrier to obtain the final vehicle barrier.

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