Material rigidity obtaining method and device for MPDB honeycomb barrier development

Abstract

The invention relates to the technical field of vehicle tests, in particular to a material rigidity obtaining method and device for MPDB honeycomb barrier development. The method comprises the following steps: in a simulation environment, comparing 50% bias force wall collision mechanical response at different speeds with 50% bias vehicle-to-vehicle collision mechanical response at 50km / h to obtain a 50% bias force wall test speed matched with the mechanical response; in a real test environment, a test vehicle is controlled to impact the front face of the force wall at the 50% bias force wall test speed, and impact force-time data output by all force measuring units on the force wall are obtained; obtaining stress-displacement data according to the data processing method; and guiding the material development of the front 50% overlapping movement progressive deformation barrier according to the stress-displacement data. The method can guide the material development of the MPDB honeycomb barrier.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle testing, and more particularly, to a method and device for obtaining material stiffness for the development of an MPDB honeycomb barrier. Background Art

[0002] The frontal 50% overlap moving progressive deformable barrier collision test (abbreviated as MPDB, Moving Progressive Deformable Barrier) restores the vehicle-to-vehicle collision accident in real road traffic and can evaluate the occupant protection and aggressiveness of the vehicle. The test vehicle collides with the MPDB barrier with a 50% frontal overlap offset. A deformable honeycomb aluminum barrier is installed at the front end of the MPDB trolley to simulate the front-end structure of the vehicle.

[0003] The stiffness of the vehicle front end is a key parameter related to vehicle safety, handling, economy, and environmental protection. The measurement and acquisition of the stiffness curve play an important role and significance in the fields of automotive design, development, and inspection, and are widely used in vehicle structural design and the development of testing equipment. The honeycomb barrier for collision represents the average level of the vehicle front-end stiffness. Therefore, the stiffness value of the honeycomb barrier needs to be designed based on the stiffness of the real vehicle. In the prior art, there is little research on the material acquisition and development of the honeycomb barrier for MPDB, and generally empirical values are used.

[0004] In view of this, the present application is proposed. Summary of the Invention

[0005] The purpose of the present application is to provide a method and device for obtaining material stiffness for the development of an MPDB honeycomb barrier to guide the material development of the MPDB honeycomb barrier.

[0006] To achieve the above purpose, the present application adopts the following technical solutions: In a first aspect, the present application provides a method for obtaining material stiffness for the development of an MPDB honeycomb barrier, including: In a simulation environment, comparing the mechanical responses of a 50% offset force wall collision at different speeds with the mechanical responses of a 50% offset vehicle-to-vehicle collision at 50 km / h to obtain the test speed of the 50% offset force wall with a matched mechanical response; In a real test environment, controlling the test vehicle to impact the front of the force wall at the test speed of the 50% offset force wall to obtain the collision force-time data output by each force measuring unit on the force wall; Determining the target force measuring unit actually in contact with the test vehicle according to the magnitude of the collision force; Obtaining stress-time data according to the collision force-time data and the contact area of the target force measuring unit; Based on the stress-time data and the displacement-time data of the test vehicle, stress-displacement data is obtained; Based on the stress-displacement data, the material development of the 50% frontal overlap moving progressive deformation barrier is guided.

[0007] In a second aspect, the present application provides an electronic device, including: At least one processor, and a memory communicatively connected to at least one of the processors; The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors, so that at least one of the processors can execute a method for obtaining material stiffness for the development of an MPDB honeycomb barrier.

[0008] Compared with the prior art, the beneficial effects of the present application are: The present application provides a method for obtaining a vehicle stiffness curve and honeycomb material stiffness data, including a test method, basic test data collection, and data processing methods. Aiming at the problem of inaccurate calculation of the vehicle contact area, an effective contact area calculation method is proposed, making the calculation of stress data more accurate. Aiming at the problem that the stress-displacement data of different vehicles cannot be directly averaged, a rounding method for displacement data is proposed, making the displacement data an integer arithmetic sequence, and obtaining approximate stress values corresponding to each displacement data. The obtained stiffness curve can be applied to many fields such as vehicle structure optimization and the development of automotive collision honeycomb aluminum. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0010] Figure 1 is a flowchart of a method for obtaining material stiffness for the development of an MPDB honeycomb barrier provided by an embodiment of the present application; Figure 2 is a schematic diagram of a collision test of a collision force wall provided by an embodiment of the present application; Figure 3 is a schematic diagram of a comparison of collision force-displacement curves provided by an embodiment of the present application; Figure 4 is a schematic diagram of an effective contact area-time curve provided by an embodiment of the present application; Figure 5 is a schematic diagram of a stress-time curve provided by an embodiment of the present application; Figure 6It is a schematic diagram of the acceleration-time curve provided by an embodiment of the present application; Figure 7 It is a schematic diagram of the displacement-time curve provided by an embodiment of the present application; Figure 8 It is a schematic diagram of the stress-displacement curve provided by an embodiment of the present application; Figure 9 It is a schematic diagram of a stiffness line segment in a straight line form provided by an embodiment of the present application; Figure 10 It is a schematic structural diagram of an electronic device provided by the present application. Detailed implementation manners

[0011] The following describes exemplary embodiments of the present application with reference to the accompanying drawings. Various details of the embodiments of the present application are included to facilitate understanding, and they should be considered merely exemplary. Therefore, those of ordinary skill in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present application. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted below. The present application will be further described in detail below with reference to the embodiments.

[0012] Figure 1 It is a flowchart of a method for obtaining material stiffness for the development of an MPDB honeycomb barrier provided by this embodiment. This embodiment is applicable to the situation where a 50% overlap moving progressive deformation barrier collision test is carried out between a real vehicle and a collision force wall to obtain the front-end stiffness of the vehicle, and then guide the development of MPDB honeycomb barrier materials.

[0013] To facilitate the description of the following method provided by the present application, first, a collision force wall (Cell Wall) for collecting the front-end stiffness of a vehicle is introduced. The collision force wall is an important test device for measuring the front-end stiffness and impact force distribution of a vehicle during a collision, and can analyze the structure and force conditions of the impact area. The collision force wall consists of a matrix of a group of force sensors (or called force measurement units), which can be used to measure the impact force of a vehicle when colliding with a collision barrier during an automotive collision test, and through the sensor matrix on the force wall, instantaneously measure and obtain the distribution and dynamic data of the impact force of the test vehicle. A rigid force wall consists of 64 force measurement units, which are distributed in a square according to 8 rows × 8 columns. The force measurement unit is a three-axis collision force sensor, and the side length of the square at the front end of the sensor is 125mm × 125mm. The force measurement unit is the smallest unit for collision force measurement and acquisition and cannot be further divided.

[0014] According to different contact areas, there are two forms of the force wall test: full-width force wall collision test and 50% offset force wall collision test. The width of one force wall is 1000 mm, which is not enough to cover the width of a conventional vehicle. Therefore, two force walls need to be joined together to conduct a full-width rigid force wall test for a vehicle. Only one force wall is needed for the 50% offset force wall test.

[0015] Traditional barrier designs generally use full-width force wall collision tests to collect vehicle stiffness. However, through in-depth analysis, it is found that the full-width force wall collection method is not suitable for the development of offset barriers such as MPDB honeycomb barriers. First, in terms of working condition restoration, the MPDB test simulates a 50% offset vehicle-to-vehicle working condition. The stiffness of the MPDB honeycomb barrier should represent the stiffness response of the 50% offset vehicle-to-vehicle test. Therefore, the working condition for stiffness collection should also simulate the 50% offset vehicle-to-vehicle working condition as much as possible. In the full-width force wall collision test, both side longitudinal beams of the front-end structure of the test vehicle are stressed. Compared with the 50% offset vehicle-to-vehicle test, the deformation model of the front-end structure is inconsistent, the shape of the collision force-displacement curve is inconsistent, and the collision peak moment is inconsistent. In the 50% offset force wall collision test, only one side longitudinal beam of the front-end structure of the test vehicle is stressed. Compared with the 50% offset vehicle-to-vehicle test, the deformation mode of the front-end structure is consistent, the shape of the collision force-displacement curve is consistent, and the collision peak moment is consistent. Based on the above analysis, the full-width force wall collision test is not suitable for collecting vehicle-to-vehicle collision stiffness. In this application, the 50% offset force wall collision test is innovatively used to collect vehicle stiffness to guide the development of MPDB honeycomb barriers. The schematic diagram of the 50% offset force wall collision test is as Figure 2 shown. The overlap rate of the test vehicle and the force wall in the transverse direction is 50%. The overlap amount is 50% of the width of the test vehicle. The overlapping impact side is the driver's side of the test vehicle. The right edge of the force wall is aligned with the transverse center position of the test vehicle.

[0016] As Figure 1 shown, this embodiment provides a method for obtaining material stiffness for the development of MPDB honeycomb barriers, including the following steps: S110. In the simulation environment, compare the mechanical responses of the 50% offset force wall collision at different speeds with the mechanical responses of the 50% offset vehicle-to-vehicle collision at 50 km / h to obtain the 50% offset force wall test speed with matching mechanical responses.

[0017] The force wall test speed has an important impact on the stiffness response of the vehicle front-end structure and the acquisition results. In this application, a large number of simulations are carried out to obtain an appropriate 50% offset force wall test speed. Among them, the mechanical response includes the collision force-displacement curve. Specifically, first, a 50% offset vehicle-to-vehicle condition simulation is carried out. Referring to the current MPDB condition test speed of 50 km / h, the vehicle-to-vehicle simulation speed is set to 50 km / h. After completion, the collision force-displacement curve is output. Then, a 50% offset force wall collision simulation is carried out (in the offset force wall collision simulation, the force wall is fixed, and different vehicle speeds are set for simulation). From 50 km / h to 60 km / h, with a step interval of 1 km / h, different speed settings are carried out, and the collision force-displacement curve is output. The collision force-displacement curves of the 50% offset force wall collision at different speeds are compared with the collision force-displacement curve of the 50% offset vehicle-to-vehicle collision at 50 km / h, and the speed value with the most similar comparison of the collision force-displacement curves is found, and this speed value is used as the 50% offset force wall test speed for collecting the vehicle stiffness. The comparison methods include: comparing the shape of the collision force-displacement curve, the peak value of the collision force, and the displacement magnitude. After research and comparison in this application, it is confirmed that the 50% offset force wall test speed used is 56 km / h, and the comparison of the collision force-displacement curves is as Figure 3 shown.

[0018] S120. In the actual test environment, control the test vehicle to impact the front of the force wall at the 50% offset force wall test speed, and obtain the collision force-time data output by each force measuring unit on the force wall.

[0019] When conducting a 50% offset force wall collision test, the force wall is installed on a fixed barrier, so that the overlap of the force wall in the transverse direction with the vehicle is 50% of the vehicle width, as Figure 2 shown. Make the force wall fully cover the vehicle front-end structure in the vehicle body height direction to ensure the sufficiency and comprehensiveness of the collected data. The test vehicle impacts the front of the force wall vertically at a speed of 56 km / h, and its offset cannot be greater than 10 mm.

[0020] During the test process, the force measuring units distributed on the force wall collect the collision force in real time. After the test, each force measuring unit on the force wall directly outputs the collision force-time data, with time as the horizontal axis and the collision force as the vertical axis to form a collision force-time curve.

[0021] S130. Determine the target force measuring unit that is actually in contact with the test vehicle according to the magnitude of the collision force.

[0022] Suppose the surface area of a force measuring unit is S0, then the sum of the surface areas of a force wall is 64S0. Since the front part of the vehicle does not have effective contact with all 64 force measuring units, this calculation method is direct and simple but not accurate. The front-end structure of the vehicle is complex, the components are not continuously distributed in the vehicle height direction, there are a large number of gaps between the components, and the front-end structure heights of different vehicles are also different. Therefore, strictly speaking, not all force measuring units have effective contact with the front-end structure of the vehicle. Therefore, this application proposes a more accurate calculation method for the effective contact area.

[0023] Optionally, at each collision moment, compare the collision force with a threshold; if the collision force is greater than the threshold, regard the force measuring unit from which the collision force comes as the target force measuring unit at the current collision moment; if the collision force is less than or equal to the threshold, do not regard the force measuring unit from which the collision force comes as the target force measuring unit at the current collision moment. The sum of the areas of the target force measuring units is the effective contact area between the front end of the vehicle and the force wall.

[0024] First, set a threshold F0, and collect the collision force F for each force measuring unit i at each moment j ij , if F ij is less than F0, this force measuring unit at this moment is an ineffective contact unit, and its surface area does not participate in the calculation of the effective contact area; if F ij is greater than F0, this force measuring unit at this moment is an effective contact unit, and its surface area participates in the calculation of the effective contact area. Therefore, the effective contact area at each moment is the sum of the surface areas of the effective contact units. After screening the effective force measuring units within the entire collision duration, an effective contact area-time curve can be obtained, as Figure 4 shown. Based on the effective contact area, more accurate stress-time data can be obtained.

[0025] S140. According to the collision force-time data of the target force measuring unit and the effective contact area, obtain stress-time data.

[0026] The collision force-time data cannot be directly used to characterize the stiffness of the front-end structure of the vehicle. The magnitude of the collision force is related to the contact area. Therefore, it is necessary to eliminate the influence of the contact area and normalize the collision force. Generate stress-time data from the collision force-time data, and then further generate stress-displacement data, also known as stiffness data.

[0027] For each moment during the collision process, divide the resultant collision force at this moment j by the effective contact area between the front-end structure of the vehicle and the force wall at this moment to obtain the stress value of the front-end structure of the vehicle at this moment j: ; where σ is the stress, F is the resultant collision force, and S is the effective contact area. The resultant collision force is the sum of the collision forces collected by the target force measuring units.

[0028] Taking the stress at each moment as the vertical axis and the time as the horizontal axis, a stress-time curve is obtained. See Figure 5 .

[0029] S150. Stress-displacement data is obtained based on the stress-time data and the displacement-time data of the test vehicle.

[0030] A longitudinal acceleration sensor is installed at the sheet metal part below the B-pillar of the vehicle to measure and calculate the displacement during the vehicle collision; and the acceleration-time data output by the acceleration sensor is obtained. Taking the time as the horizontal axis and the acceleration as the vertical axis, an acceleration-time curve is obtained, as Figure 6 shown. After double integration of the acceleration, displacement-time data is obtained. Taking the time as the horizontal axis and the displacement as the vertical axis, a displacement-time curve is obtained, as Figure 7 shown.

[0031] The time data used for the displacement-time curve and the stress-time curve is the same (including: the same duration, the same interval between time points, and the same number of time points). Therefore, the stress and displacement data at the same moment can be directly matched, and a stress-displacement curve is generated by conversion, as Figure 8 shown.

[0032] The previously obtained displacement data is not an integer. The stress-displacement data is interpolated and filtered, and the displacement data is rounded, and the step size is ensured to remain unchanged to obtain the approximate stress data corresponding to the integer displacement data. After rounding and normalizing the displacement data, the stress data of different vehicles can be compared or averaged according to the same displacement value.

[0033] First, determine the displacement sequence to be interpolated, and clarify the initial value and the step size interval. For example, the initial value A1 = 10, and the step size interval n = 10. A i+1 = A1 + i × n, i = 1, 2, 3,.... For a set of stress-displacement data to be interpolated, search for the displacement value D i closest to A i in the displacement sequence to be interpolated one by one, and assign the stress value corresponding to D i to A i to correspond, so that this stress value serves as the stress value corresponding to A i . Complete the assignment of the corresponding stress values for all the data in the A i sequence one by one according to this logic.

[0034] Optionally, the integer displacement data and the approximate stress data are used to generate a curve, which is in the form of a fluctuating curve and cannot be directly used in the production of honeycomb aluminum. More advanced manufacturing processes can produce honeycomb barriers with progressive stiffness, but it requires stiffness data in the form of a straight line with a certain slope. Therefore, it is necessary to perform a linear fit on the stress-displacement curve to generate a stiffness line segment in the form of a straight line, as Figure 9 shown.

[0035] Optionally, a linear fit can be performed on the stress-displacement curve based on the principle of the least squares method. By minimizing the sum of the squares of the perpendicular distances (i.e., residuals) from the stress-displacement data points to the fitted straight line, the parameters of the straight line equation are obtained. The specific method process is as follows: 1. Data preparation.

[0036] Given n stress-displacement data points ( 1, D1), ( 2, D2), ……, ( n , D n ).

[0037] 2. Calculation of relevant statistics: i : The sum of the stress values of all data points; D i : The sum of the displacement values of all data points; i D i : The sum of the products of stress and displacement of all data points; i 2 : The sum of the squares of the stress values of all data points; 3. Construct the equation: Minimize the sum of the squared residuals S: ; where a and b are the parameters of the fitted straight line.

[0038] Derive the following system of equations: ; The equations for a and b are obtained as: ; ; Substitute a and b into the straight line equation to obtain the fitted straight line.

[0039] S160. Guide the material development of the front 50% overlapping moving progressive deformation barrier according to the stress-displacement data.

[0040] Use the vehicle front-end stiffness value as the theoretical value of the honeycomb barrier stiffness to guide the selection and production of honeycomb materials, that is, the stiffness of the honeycomb material should match the theoretical value.

[0041] This application provides a method for obtaining vehicle stiffness curves and honeycomb material stiffness data, including experimental methods, basic experimental data collection, and data processing methods. Aiming at the problem of inaccurate calculation of the vehicle contact area, an effective contact area calculation method is proposed to make the calculation of stress data more accurate. Aiming at the problem that the stress-displacement data of different vehicles cannot be directly averaged, a rounding method for displacement data is proposed to make the displacement data an integer arithmetic sequence and obtain the approximate stress values corresponding to each displacement data. The obtained stiffness curves can be applied to many fields such as vehicle structure optimization and the development of automotive collision honeycomb aluminum.

[0042] As Figure 10 shown, this embodiment provides an electronic device, including: At least one processor; and A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors so that at least one of the processors can execute the above method. At least one processor in this electronic device can execute the above method, and thus has at least the same advantages as the above method.

[0043] Optionally, the electronic device further includes interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Each component is interconnected using different buses and can be mounted on a common motherboard or otherwise as needed. The processor can process instructions executed within the electronic device, including instructions stored in the memory or on the memory to display graphical information of a GUI (Graphical User Interface) on an external input / output device (such as a display device coupled to the interface). In other embodiments, if needed, multiple processors and multiple memories can be used together, and / or multiple buses and multiple memories can be used together. Similarly, multiple electronic devices can be connected (for example, as a server array, a set of blade servers, or a multi-processor system), and each device provides some necessary operations. Figure 10 Take one processor 301 as an example in

[0044] The memory 302, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the material stiffness acquisition method for MPDB honeycomb barrier development in the embodiments of the present application. The processor 301 executes various functional applications and data processing of the device by running the software programs, instructions, and modules stored in the memory 302, that is, implements the above-mentioned material stiffness acquisition method for MPDB honeycomb barrier development.

[0045] The memory 302 may mainly include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the terminal, etc. In addition, the memory 302 may include high-speed random access memory and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices. In some instances, the memory 302 may further include a memory remotely set relative to the processor 301, and these remote memories can be connected to the device through a network. Examples of the above network include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0046] The electronic device may further include: an input device 303 and an output device 304. The processor 301, the memory 302, the input device 303, and the output device 304 can be connected through a bus or other means. Figure 10 Taking the connection through the bus as an example.

[0047] The input device 303 can receive input digital or character information. The output device 304 may include a display device, an auxiliary lighting device (for example, an LED), and a tactile feedback device (for example, a vibration motor), etc. The display device may include but is not limited to a liquid crystal display (LCD), a light-emitting diode (LED) display, and a plasma display. In some embodiments, the display device may be a touch screen.

[0048] This embodiment provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause the computer to execute the above method. The computer instructions on this computer-readable storage medium are used to cause the computer to execute the above method, and thus have at least the same advantages as the above method.

[0049] The medium in this application may adopt any combination of one or more computer-readable media. The medium may be a computer-readable signal medium or a computer-readable storage medium. The medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the medium (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, the medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0050] The computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0051] The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wire, optical fiber, RF (Radio Frequency), etc., or any suitable combination of the above.

[0052] The computer program code for performing the operations of this application may be written in one or more programming languages or combinations thereof. The programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., using an Internet service provider to connect through the Internet).

[0053] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wire, such as coaxial cable, optical fiber, digital subscriber line (DSL), or wirelessly, such as infrared, wireless, microwave, etc. The computer-readable storage medium can be any available medium that can be accessed by a computer, or a data storage device such as a server or data center that includes one or more integrated available media. The available media can be magnetic media (such as floppy disks, hard disks, magnetic tapes), optical media, or semiconductor media, etc. It should be noted that the computer-readable storage medium mentioned in the embodiments of the present application can be a non-volatile storage medium, in other words, it can be a non-transitory storage medium.

[0054] It should be understood that various forms of the processes shown above can be used, reordering, adding, or deleting steps. For example, the steps described in the present application can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in the present application can be achieved. No limitation is made herein.

[0055] The above specific embodiments do not constitute a limitation on the protection scope of the present application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present application shall be included within the protection scope of the present application.

Claims

1. A material stiffness acquisition method for MPDB honeycomb barrier development, characterized in that: include: In the simulation environment, the mechanical response of 50% offset force wall collision at different speeds is compared with the mechanical response of 50% offset car-to-car collision at 50km / h, and the 50% offset force wall test speed matching the mechanical response is obtained; In a real test environment, the test vehicle is controlled to impact the front of the force wall at the 50% offset force wall test speed, and the collision force-time data output by each force measuring unit on the force wall are obtained; Determining a target force measuring unit that is actually in contact with the test vehicle according to the magnitude of the collision force; Obtaining stress-time data according to the collision force-time data and the contact area of ​​the target force measuring unit; Obtaining stress-displacement data according to the stress-time data and the displacement-time data of the test vehicle; The stress-displacement data guides the material development of the positive 50% overlap moving progressive deformation barrier.

2. The method according to claim 1, characterized in that: The mechanical response includes a collision force-displacement curve; The comparison method includes: comparing the shape of the collision force-displacement curve, the collision force peak value and the displacement size.

3. The method according to claim 2, characterized in that Determining a target force measuring unit that is actually in contact with the test vehicle according to the magnitude of the collision force, including: Compare the collision force with the threshold at each collision moment; If the collision force is greater than the threshold, the force measuring unit from which the collision force comes is used as the target force measuring unit at the current collision moment; If the collision force is less than or equal to the threshold, the force measuring unit from which the collision force comes is not used as the target force measuring unit at the current collision moment.

4. The method according to claim 3, characterized in that Before obtaining stress-displacement data according to the stress-time data and the displacement-time data of the test vehicle, the method includes: Installing a longitudinal acceleration sensor on the sheet metal below the B-pillar of the vehicle, and acquiring acceleration-time data output by the acceleration sensor; After double integration of the acceleration, displacement-time data is obtained.

5. The method according to claim 4, characterized in that After obtaining stress-displacement data according to the stress-time data and the displacement-time data of the test vehicle, the method further comprises: The stress-displacement data are interpolated and filtered to obtain the approximate stress data corresponding to the integer displacement data.

6. The method according to claim 5, characterized in that After obtaining the approximate stress data corresponding to the integer displacement data, it also includes: The integer displacement data and the approximate stress data are used to generate a curve, and a straight line fitting is performed on the curve.

7. An electronic device, characterized in that: include: at least one processor, and a memory communicatively coupled to at least one of the processors; The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors to enable at least one of the processors to execute the material stiffness acquisition method for MPDB honeycomb barrier development as described in any one of claims 1-6.

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