A front structure data-based method for dividing a front wall collision

Abstract

The present application belongs to the technical field of barrier segmentation, and particularly relates to a frontal crash barrier segmentation method based on vehicle front structure data. First, a force wall crash database of a target vehicle model is constructed, and a deformation crush area of the target vehicle model is calculated based on a force wall crash curve in the force wall crash database to represent an X-direction barrier segmentation scheme. Then, a vehicle front structure database of the target vehicle model is constructed, and off-the-ground height data of a vehicle front energy absorption component is screened based on the vehicle front structure database to represent a Z-direction barrier segmentation scheme. Finally, an initial vehicle barrier is constructed based on the X-direction barrier segmentation scheme and the Z-direction barrier segmentation scheme, and the crash side and the opposite side of the initial vehicle front barrier are subjected to corner cutting processing to generate a final vehicle barrier. The present application can solve the problem that the existing frontal crash barrier cannot well represent the real vehicle front structure.

Description

Technical Field

[0001] This invention belongs to the field of barrier segmentation technology, and particularly relates to a frontal collision barrier segmentation method based on vehicle front structure data. Background Technology

[0002] With the continuous development of automotive safety technology, the Moving Progressive Deformable Barrier (MPDB) crash test has become an important means of evaluating vehicle crash compatibility. The existing MPDB barrier block design is mainly based on the concept of longitudinal layering, setting up a three-layer block structure in the collision direction (longitudinal). The overall size and the size of each block are not fully combined with the characteristics of the front structure of real vehicles. This design has exposed significant defects in practical applications, resulting in a large difference between the dynamic response and structural deformation mode of the hit vehicle and the real vehicle-to-vehicle collision scenario, making it difficult to accurately reflect the actual collision performance of the vehicle.

[0003] First, existing MPDB (Multi-Level Barrier) designs only consider longitudinal layering, neglecting significant differences in the height of the vehicle's front structure. For example, the load characteristics and deformation modes experienced by the upper region of the longitudinal beams (Shotgun), the longitudinal beam assembly, and the subframe assembly differ significantly during a collision. The single-layer height design of existing barriers cannot accurately match these structural features, resulting in discrepancies between the contact position, contact area, and force transmission path between the barrier and the impacted vehicle and real-world scenarios. Particularly when rigid components such as the engine assembly and wheels of the impacted vehicle come into contact with the barrier, existing barriers cannot effectively simulate the interaction between these rigid areas and the vehicle's flexible structure, leading to distortion of the collision force-displacement curve and affecting the accurate assessment of vehicle crashworthiness.

[0004] Secondly, the existing MPDB barrier geometry design has flaws. Due to the lack of chamfers on the impact side and opposite side, when the barrier collides with the vehicle, rigid components (such as the engine block and transmission) and wheels easily become embedded in the barrier structure, creating a localized compression effect. This compression effect not only alters the deformation pattern of the impacted vehicle but also leads to unintended energy transfer, making the test results unable to accurately reflect the vehicle's energy absorption characteristics and occupant protection effectiveness in actual accidents. Furthermore, the insufficient matching between the existing barrier's segment dimensions and the vehicle's front structure further exacerbates this asymmetric deformation, reducing the repeatability and comparability of the test results. Summary of the Invention

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

[0006] The basic solution provided by this invention is a method for segmenting obstacles in a frontal collision based on 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 curves in the force-wall collision database to characterize the barrier X-direction block scheme.

[0008] S2: Construct a front structure database of the target vehicle model, and extract the ground clearance data of the energy-absorbing components at the front of the vehicle based on the front structure database to characterize the barrier Z-axis block scheme.

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

[0010] Furthermore, S1 includes:

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

[0012] S1-2: Extract the force wall collision data curves from the force wall collision database and preprocess them, filtering out discrete maximum deformation displacement data and retaining non-discrete maximum deformation displacement data.

[0013] S1-3: Statistical distribution processing is performed based on the non-discrete maximum deformation displacement data, and block regions are defined according to the crushing deformation of the target vehicle's crossbeam, energy-absorbing box, and longitudinal beam to generate the main deformation and crushing areas of the target vehicle.

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

[0015] Furthermore, the statistical distribution processing expression based on the undiscrete maximum deformation displacement data in S1-3 is as follows:

[0016] X design =μ max_deform ×(1+α)

[0017] Among them, X design μ represents the mean of the maximum deformation displacement. max_deform This represents the maximum deformation displacement, and α is the safety factor.

[0018] Furthermore, the X-direction barrier segmentation scheme for the target vehicle model in S1-4 is specifically as follows:

[0019] The target vehicle's anti-penetration block area is used as the barrier segment in direction A along the X direction;

[0020] The main deformation and crushing area of ​​the target vehicle model is divided into blocks along direction B in the X direction of the barrier.

[0021] The process design area of ​​the target vehicle model is divided into blocks in the X direction and C direction, which serve as the barrier.

[0022] The barrier is divided into three sections: X-direction A, X-direction B, and X-direction C, which are then bonded together to form the X-direction frontal collision barrier for the target vehicle model.

[0023] Furthermore, S2 includes:

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

[0025] S2-2: Based on the energy-absorbing components of the front structure of the target vehicle, and based on the distribution characteristics of the energy-absorbing components, the ground clearance data of each energy-absorbing component is screened to generate a barrier Z-axis block scheme.

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

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

[0028] The vertical boundary of the B1 segment is determined based on the ground clearance data of the front shock absorber, forming the overall height dimension of the barrier in the Z direction;

[0029] The vertical boundary of the B2 segment is determined based on the ground clearance data of the upper and lower longitudinal beams of the vehicle, forming the honeycomb size of the B2 segment in the Z direction of the barrier;

[0030] The vertical boundary of the B3 segment is determined based on the ground clearance data of the upper and lower parts of the vehicle subframe, forming the Z-direction B3 segment honeycomb size and ground clearance.

[0031] Furthermore, S3 includes:

[0032] S3-1: Generate the initial vehicle barrier based on the barrier X-axis block scheme and the barrier Z-axis block scheme;

[0033] S3-2: Obtain the distance data from the tires of the target vehicle to the front of the vehicle, and obtain the distance between the vehicle and the side of the powertrain. Perform corner cutting 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 this invention are as follows: In the technical solution of this application, a multi-dimensional data-driven segmentation strategy achieves precise matching between the frontal collision barrier and the front structure of the vehicle. Specifically, firstly, a force-wall collision database is constructed, and collision curves of the crossbeams, energy-absorbing boxes, and longitudinal beams are collected. After preprocessing to remove discrete data, a statistical model is used to analyze the maximum deformation displacement distribution law, and the main deformation and crushing zones are determined in combination with a safety factor. On this basis, the anti-penetration block area, the main deformation zone, and the process design area are sequentially bonded together to form an X-direction segmentation scheme, ensuring that the barrier can simulate the progressive collapse characteristics of the vehicle structure during the collision process.

[0035] Secondly, ground clearance data for the front shock absorbers, longitudinal beams, and subframe were extracted from the vehicle's front structure database to construct Z-axis layered structures. The height of the front shock absorbers determined the overall vertical boundary, the upper and lower limits of the longitudinal beams formed the honeycomb dimensions, and the subframe height optimized the energy absorption distribution. This layered design ensures that the barrier's height in the Z-axis direction closely matches the actual vehicle's energy absorption structure, improving energy absorption efficiency.

[0036] Finally, after fusing the XZ-oriented block scheme to generate the initial barrier, the collision side and the opposite side are chamfered using data on tire front-end distance and powertrain side distance. This step solves the problem of mismatch between traditional barriers and the actual vehicle boundary, ensuring that the barrier covers the key energy-absorbing area while avoiding interference with non-collision structures, significantly improving the physical realism of the simulation model.

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

[0038] 1. A data-driven segmentation strategy achieves deep coupling between barrier structure and vehicle performance: XZ-oriented segmentation design makes the barrier deformation mode highly consistent with the actual vehicle deformation mode, significantly improving the physical realism of collision simulation; the layered segmentation structure realizes gradient control of energy absorption, effectively optimizing the collision energy transfer path; the chamfering technology solves the geometric matching problem between traditional barriers and actual vehicle boundaries, avoiding interference effects in non-collision areas; the reserved space in the process design area enhances manufacturing feasibility and reduces tolerance sensitivity in the production process.

[0039] 2. It breaks through the reliance on experience in traditional barrier design, providing efficient and accurate simulation tools for automotive safety development, significantly improving development efficiency and product performance. Attached Figure Description

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

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

[0042] Figure 3This is a schematic diagram of the force-wall collision curves of 12 mid-sized sedans as an example in this embodiment of the invention;

[0043] Figure 4 This is a schematic diagram of the barrier segmentation in the X direction in an embodiment of the present invention;

[0044] Figure 5 This is a flowchart of the barrier Z-axis block segmentation scheme in an embodiment of the present invention;

[0045] Figure 6 This is a schematic diagram of the barrier segmentation in the Z direction in an embodiment of the present invention;

[0046] Figure 7 This is a schematic diagram showing the front cross-section and dimensions of SUVs and sedans at the 50th percentile in this invention.

[0047] Figure 8 This is a schematic diagram of the final barrier plane in this invention;

[0048] Figure 9 This is a diagram illustrating a vehicle tire collision.

[0049] Figure 10 This is a schematic diagram of a powertrain collision.

[0050] Figure 11 This is a schematic diagram of the final barrier 3D structure in this invention;

[0051] Figure 12 This is a schematic diagram comparing the force-displacement curves of the vehicle collided with the final barrier of this invention and the existing barrier in a real vehicle collision. Detailed Implementation

[0052] The following detailed description illustrates the specific implementation method:

[0053] The basic implementation examples are as follows: Figure 1 As shown: A method for segmenting obstacles in a frontal collision based on vehicle front structure data, including:

[0054] S1: Construct a force-wall collision database for the target vehicle model. Calculate the deformation and crushing region of the target vehicle model based on the force-wall collision curves in the database, which is used to characterize the barrier X-axis segmentation scheme. S1 includes:

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

[0056] S1-2: Extract the force wall collision data curves from the force wall collision database and preprocess them, filtering out discrete maximum deformation displacement data and retaining non-discrete maximum deformation displacement data.

[0057] S1-3: Based on the statistical distribution processing of the undiscrete maximum deformation displacement data, the main deformation and crushing areas of the target vehicle model are generated;

[0058] S1-4: Based on the anti-penetration block area, main deformation and crushing area and process design area of ​​the target vehicle model, generate the barrier X-direction block scheme of the target vehicle model.

[0059] In this embodiment, the barrier's segmentation scheme in the X direction is implemented based on statistical data of vehicle frontal collision crushing deformation, such as... Figure 2 As shown, the typical characteristic regions of the vehicle-to-vehicle force-wall collision pulse are as follows:

[0060] The first peak occurs after the crossbeam has finished compressing and deforming, at which point the energy-absorbing box begins to deform.

[0061] The second peak occurs after the energy-absorbing box is fully compressed, at which point the longitudinal beam begins to participate in the deformation.

[0062] Finally, the longitudinal beam deforms into rigid components such as the engine, and then the entire vehicle rebounds.

[0063] Therefore, based on the aforementioned collision pulse conditions, and according to the definition of deformation and crushing zones in the X-direction segmentation of the barrier based on the crossbeam, energy-absorbing box, and longitudinal beam, a force-wall collision database is constructed to obtain the force-wall collision curve of the target vehicle model and store it in the force-wall collision database; as... Figure 3 The figure shows the force-wall collision curves of 12 popular mid-size sedans selected for this application. Discrete maximum deformation displacements were removed, and the non-discrete maximum deformation displacements were extracted and their statistical distribution was calculated. The expression is as follows:

[0064] X design =μ max_deform ×(1+α)

[0065] Among them, X design μ represents the mean of the maximum deformation displacement. max_deform This represents the maximum deformation displacement, and α is the safety factor.

[0066] The average value of the maximum deformation displacement samples was 600 mm. Considering the deformation characteristics of the barrier honeycomb aluminum and a 20% deformation allowance, it can be determined that... Figure 3 The main crushing area of ​​the barrier in the X direction of the vehicle shown is 705mm. After rounding to 700mm for engineering purposes, the main deformation and crushing area of ​​the barrier is 700mm.

[0067] Finally, based on the vehicle's front barrier structure, the anti-penetration block area and the process design area were defined, such as... Figure 4As shown, the anti-penetration block area of ​​the target vehicle is designated as the barrier X-direction A block, which occupies 50mm; the main deformation and crushing area of ​​the target vehicle is designated as the barrier X-direction B block, which occupies 700mm; and the process design area of ​​the target vehicle is designated as the barrier X-direction C block, which occupies 50mm. The barrier X-direction A block, barrier X-direction B block, and barrier X-direction C block are then bonded together to form the X-direction frontal impact barrier of the target vehicle.

[0068] S2: Construct a front structure database for the target vehicle model, and extract ground clearance data of the energy-absorbing components at the front of the vehicle based on the front structure database to characterize the Z-axis block partitioning scheme of the barrier; wherein, S2 includes:

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

[0070] S2-2: Based on the energy-absorbing components of the front structure of the target vehicle, and based on the distribution characteristics of the energy-absorbing components, the ground clearance data of each energy-absorbing component is selected to generate a barrier Z-axis block scheme; in S2-2, the specific steps of selecting the ground clearance data of each energy-absorbing component and generating a barrier Z-axis block scheme based on the distribution characteristics of the energy-absorbing components are as follows:

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

[0072] The vertical boundary of the B1 segment is determined based on the ground clearance data of the front shock absorber, forming the overall height dimension of the barrier in the Z direction;

[0073] The vertical boundary of the B2 segment is determined based on the ground clearance data of the upper and lower longitudinal beams of the vehicle, forming the honeycomb size of the B2 segment in the Z direction of the barrier;

[0074] The vertical boundary of the B3 segment is determined based on the ground clearance data of the upper and lower parts of the vehicle subframe, forming the Z-direction B3 segment honeycomb size and ground clearance.

[0075] In this embodiment, the barrier is segmented in the Z-axis, referencing the main energy-absorbing components of the vehicle's front structure, such as shotguns, longitudinal beams, and subframes. The barrier segmentation design is based on vehicle structural parameters, such as the height of the front shock absorbers, the ground clearance of the upper and lower portions of the longitudinal beams, and the ground clearance of the upper and lower portions of the subframes. Figure 5 The diagram shown is a schematic of the Z-axis segmentation scheme for the barrier in this application. The height of the vehicle's front shock absorber determines the vertical boundary of the upper B1 segment of the barrier, which is used to match the energy absorption height range of the area above the longitudinal beam. Figure 6As shown; the ground clearance of the upper and lower parts of the vehicle's longitudinal beams determines the vertical dimension of the B2 segment in the middle of the barrier, and the ground clearance of the upper and lower parts of the subframe determines the vertical dimension of the B3 segment in the lower part of the barrier. Their dimensional design needs to cover the installation location of the subframe assembly to ensure that the barrier can simulate the supporting and energy-absorbing function of the subframe in a collision, such as... Figure 6 The diagram shows a block-based scheme for the barrier along the Z-axis.

[0076] To better illustrate the Z-axis partitioning scheme for the barrier, such as Figure 7 As shown, this is a comparison of the height of the front shock absorber, the ground clearance of the upper and lower parts of the longitudinal beam, and the ground clearance of the upper and lower parts of the subframe for a mid-size sedan and SUV with reference to the 59th percentile. Based on the comparison results, the target model of this application is defined as having a B1 block height of 300mm, a B2 block height of 230mm, and a B3 block height of 260mm.

[0077] S3: Based on the barrier X-axis segmentation scheme and the barrier Z-axis segmentation scheme, an initial vehicle barrier is constructed, and the collision side and the opposite side of the initial vehicle front barrier are chamfered to generate the final vehicle barrier. S3 includes:

[0078] S3-1: Generate the initial vehicle barrier based on the barrier X-axis block scheme and the barrier Z-axis block scheme;

[0079] S3-2: Obtain the distance data from the tires of the target vehicle to the front of the vehicle, and obtain the distance between the vehicle and the side of the powertrain. Perform corner cutting 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 demonstrate the scheme for generating the initial vehicle barrier using the X-axis barrier segmentation scheme and the Z-axis barrier segmentation scheme, a barrier diagram based on the 50th percentile of a mid-size sedan is shown below. Figure 8 As shown in the diagram on the left, the generated initial barrier also needs to undergo chamfering on its collision side and the opposite side, such as... Figure 9 As shown, the impact of the tire collision causes the sill beam to transmit a greater force than the actual vehicle collision force. Furthermore, as... Figure 10 As shown, the collision mode between the powertrain and the barrier also results in a larger force transmission due to the powertrain collision. Therefore, the barrier needs to be chamfered accordingly. This application's chamfering reduces the initial contact area of ​​the tires by decreasing the width of the barrier's edge, thereby reducing unintended force transmission paths. Furthermore, the chamfering design can adjust the geometric contour of the barrier's collision surface, making the barrier's edge structure closer to that of a real vehicle, thus making the contact mode between the powertrain and the barrier more similar to a real vehicle collision. A schematic diagram of the chamfering is shown below. Figure 8 The diagram on the right is shown below.

[0081] Therefore, the final generated 3D barrier diagram is as follows: Figure 11As shown, it includes three sections: A, B, and C. Section B is further divided into sections B1, B2, and B3. The sections are bonded together by intermediate plates, contact plates, bending parts, and sealing plates, and then fixed to the trolley by a back plate to obtain the final barrier.

[0082] Therefore, the segmented barrier scheme in this application effectively improves the similarity of the dynamic response, structural deformation, and force-displacement curves of the vehicle being collided with in a frontal collision between a vehicle and a barrier, compared to existing barriers. A comparison of the force-displacement curves of the barrier of this invention and existing barriers during a collision with a real vehicle is shown below. Figure 12 As shown in the figure, the blue curve represents the force-displacement curve of the vehicle in a car-to-car collision, the red curve on the left represents the force-displacement curve of the vehicle in a collision with an existing barrier, and the red curve on the right represents the force-displacement curve of the vehicle in a collision with the barrier of the present invention. It can be seen that through the redesign of the X and Z directions, the collision mechanics of the vehicle in a collision between the barrier of the present invention and a real vehicle are closer to those of a car-to-car collision. This further demonstrates that the barrier of the present invention has structural features and mechanical properties closer to those of a real vehicle than existing barriers.

[0083] The above are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A method for frontal barrier segmentation based on vehicle front structure data, characterized in that: include: 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 characterize the barrier X-direction block scheme. S2: Construct a front structure database of the target vehicle model, and extract the ground clearance data of the energy-absorbing components at the front of the vehicle based on the front structure database to characterize the barrier Z-axis block scheme. S3: Based on the barrier X-direction block scheme and the barrier Z-direction block scheme, construct the initial vehicle barrier, and perform corner cutting on the collision side and the opposite side of the initial vehicle front barrier to generate the final vehicle barrier. S1 includes: S1-1: Construct a force-wall collision database for the target vehicle model, obtain the force-wall collision curves of several target vehicle models during frontal collisions, and store them in the force-wall collision database. S1-2: Extract the force wall collision data curves from the force wall collision database and preprocess them, filtering out discrete maximum deformation displacement data and retaining non-discrete maximum deformation displacement data. S1-3: Statistical distribution processing is performed based on the non-discrete maximum deformation displacement data, and block regions are defined according to the crushing deformation of the target vehicle's crossbeam, energy-absorbing box, and longitudinal beam to generate the main deformation and crushing areas of the target vehicle. S1-4: Based on the anti-penetration block area, main deformation and crushing area and process design area of ​​the target vehicle, generate the barrier X-direction block scheme of the target vehicle. The specific X-axis barrier segmentation scheme for the target vehicle model in S1-4 is as follows: With the target vehicle model's anti-penetration block region as the wall barrier X direction Chunking; With the main deformation crush region of the target vehicle model as the wall X direction Chunking; Using the process design area of ​​the target vehicle as the barrier X direction Blocking; X-direction of the barrier Segmentation, barrier X-axis Segmentation and Barrier X-axis Segmented bonding serves as the X-direction frontal collision barrier for the target vehicle model; S3 includes: S3-1: Generate the initial vehicle barrier based on the barrier X-axis block scheme and the barrier Z-axis block scheme; S3-2: Obtain the distance data from the tires of the target vehicle to the front of the vehicle, and obtain the distance between the vehicle and the side of the powertrain. Perform corner cutting on the collision side and the opposite side of the initial vehicle barrier to obtain the final vehicle barrier.

2. The method for segmenting frontal collision barriers based on vehicle front structure data according to claim 1, characterized in that: The statistical distribution processing expression based on the undiscrete maximum deformation displacement data in S1-3 is as follows: in, This indicates the maximum deformation displacement. This represents the average value of the maximum deformation displacement. This is for the safety factor.

3. The method for segmenting frontal collision barriers based on vehicle front structure data according to claim 2, characterized in that: S2 includes: S2-1: Construct a front structure database for the target vehicle model, obtain several front structure parameters of the target vehicle model, and store them in the front structure database. S2-2: Based on the energy-absorbing components of the front structure of the target vehicle, and based on the distribution characteristics of the energy-absorbing components, the ground clearance data of each energy-absorbing component is screened to generate a barrier Z-axis block scheme.

4. The method for segmenting frontal collision barriers based on vehicle front structure data according to claim 3, characterized in that: In step S2-2, based on the distribution characteristics of the energy-absorbing components, the ground clearance data of each energy-absorbing component is screened to generate a barrier Z-axis block scheme, specifically as follows: Obtain the structural parameters of the front shock absorber, longitudinal beams, and subframe of the vehicle, and generate Z-axis barrier blocks based on the obtained parameters. Segmentation, Blocking and Blocking; Determined based on the ground clearance data of the front shock absorber The vertical boundaries of the blocks form the overall height dimension of the barrier in the Z direction; Determined based on the ground clearance data of the upper and lower longitudinal beams of the vehicle. The vertical boundaries of the segments form a barrier along the Z-axis. Cellular segmentation dimensions; Determined based on the ground clearance data of the upper and lower parts of the vehicle subframe The vertical boundaries of the segments form a barrier along the Z-axis. Cellular segment size and height above ground.

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