Material stiffness acquisition method and equipment for MPDB honeycomb barrier development

Abstract

The present application relates to the field of vehicle testing technology, and more specifically, to a material stiffness acquisition method and apparatus for MPDB honeycomb barrier development. The method comprises comparing, under a simulation environment, the mechanical response of a 50% offset force wall collision at different speeds with the mechanical response of a 50% offset vehicle-to-vehicle collision at 50 km / h to obtain a 50% offset force wall test speed that matches the mechanical response; controlling, under a realistic test environment, the test vehicle to impact the front of the force wall at the 50% offset force wall test speed to obtain collision force-time data output by each force measuring unit on the force wall; obtaining stress-displacement data based on the data processing method; and guiding the material development of a 50% overlapping, moving, progressively deformable barrier on the front side based on the stress-displacement data. The present application can guide the material development of MPDB honeycomb barriers.

Description

Technical Field

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

[0002] The 50% overlap Moving Progressive Deformable Barrier (MPDB) frontal collision test simulates a real-world vehicle-to-vehicle collision and can evaluate a vehicle's occupant protection and aggressiveness. The test vehicle undergoes a 50% overlap frontal offset collision with the MPDB barrier. A deformable aluminum honeycomb barrier is mounted on the front of the MPDB trolley to simulate the front-end structure of a vehicle.

[0003] Vehicle front-end stiffness is a key parameter affecting vehicle safety, handling, economy, and environmental performance. Measuring and acquiring stiffness curves plays a crucial role in automotive design, development, and testing, and is widely used in vehicle structural design and testing equipment development. Honeycomb barriers used in collisions represent the average level of vehicle front-end stiffness, so their stiffness must be designed based on the actual vehicle's stiffness. Existing technologies rarely involve material acquisition and development for MPDBs, and empirical values ​​are generally used.

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

[0005] The purpose of this application is to provide a method and device for obtaining material stiffness for the development of MPDB honeycomb barriers, so as to guide the material development of MPDB honeycomb barriers.

[0006] In order to achieve the above objectives, this application adopts the following technical solutions:

[0007] In a first aspect, the present application provides a method for obtaining material stiffness for MPDB honeycomb barrier development, comprising:

[0008] In a simulation environment, the mechanical responses of a 50% offset force wall collision at different speeds were compared with the mechanical responses of a 50% offset vehicle-to-vehicle collision at 50 km / h, and the 50% offset force wall test speed that matched the mechanical responses was obtained.

[0009] In a real test environment, the test vehicle is controlled to impact the front of the force wall at a 50% offset force wall test speed, and the collision force-time data output by each force measuring unit on the force wall are obtained;

[0010] determining, according to the magnitude of the collision force, a target force measuring unit that is in actual contact with the test vehicle;

[0011] Obtaining stress-time data based on the collision force-time data and the contact area of ​​the target force measuring unit;

[0012] Obtaining stress-displacement data based on the stress-time data and the displacement-time data of the test vehicle;

[0013] The stress-displacement data guides the material development of the front 50% overlapping progressive deformation barrier.

[0014] In a second aspect, the present application provides an electronic device, comprising:

[0015] at least one processor, and a memory communicatively coupled to the at least one processor;

[0016] The memory stores instructions that can be executed by at least one of the processors. The instructions are executed by at least one of the processors to enable the at least one of the processors to execute a material stiffness acquisition method developed for MPDB honeycomb barriers.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] The present application provides a method for obtaining vehicle stiffness curves and honeycomb material stiffness data, including a test method, basic test data collection, and data processing method. In response to the problem of inaccurate calculation of vehicle contact area, a method for calculating effective contact area is proposed, which makes the calculation of stress data more accurate. In response to the problem that stress-displacement data of different vehicles cannot be directly averaged, a method for rounding displacement data is proposed to make the displacement data an integer arithmetic progression and obtain the approximate stress value corresponding to each displacement data. The obtained stiffness curve can be applied to many fields such as vehicle structure optimization and automobile collision honeycomb aluminum development. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0020] Figure 1 Schematic diagram of a method for obtaining material stiffness for MPDB honeycomb barrier development provided in an embodiment of the present application;

[0021] Figure 2 is a schematic diagram of a collision force wall collision test provided in an embodiment of the present application;

[0022] Figure 3Schematic diagram of the comparison of collision force-displacement curves provided in the embodiments of the present application;

[0023] Figure 4 Schematic diagram of an effective contact area-time curve provided in an embodiment of the present application;

[0024] Figure 5 is a schematic diagram of a stress-time curve provided in an embodiment of the present application;

[0025] Figure 6 is a schematic diagram of an acceleration-time curve provided in an embodiment of the present application;

[0026] Figure 7 is a schematic diagram of a displacement-time curve provided in an embodiment of the present application;

[0027] Figure 8 is a schematic diagram of a stress-displacement curve provided in an embodiment of the present application;

[0028] Figure 9 is a schematic diagram of a straight stiffness line segment provided in an embodiment of the present application;

[0029] Figure 10 It is a structural diagram of the electronic device provided in this application. DETAILED DESCRIPTION

[0030] The following description of exemplary embodiments of the present application is made in conjunction with the accompanying drawings, including various details of the embodiments of the present application to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be appreciated by those skilled in the art that various changes and modifications may 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, descriptions of well-known functions and structures are omitted in the following description. The present application is further described in detail below in conjunction with the embodiments.

[0031] Figure 1 This is a flow chart of a material stiffness acquisition method for MPDB honeycomb barrier development provided in this embodiment. This embodiment is suitable for obtaining the front-end stiffness of a vehicle by conducting a 50% overlapping moving progressive deformation barrier collision test between a real vehicle and a collision force wall, thereby guiding the development of MPDB honeycomb barrier materials.

[0032] In order to facilitate the description of the following method provided by this application, the collision force wall (Cell Wall) used to collect the front-end stiffness of the vehicle is first introduced. The collision force wall is an important test equipment for measuring the front-end stiffness and impact force distribution of the vehicle during a collision, and can analyze the structure and force conditions of the impact site. The collision force wall is composed of a matrix of force sensors (or force measuring cells), which can be used to measure the impact force when the car collides with a barrier in a car collision test, and through the sensor matrix on the force wall, the distribution and dynamic data of the impact force of the test vehicle can be instantaneously measured and obtained. A rigid force wall consists of 64 force measuring cells, which are distributed in a square of 8 rows × 8 columns. The force measuring cell 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 measuring cell is the smallest collision force measurement and collection unit and cannot be further divided.

[0033] There are two types of force wall tests, depending on the contact area: full-width force wall impact test and 50% offset force wall impact test. A single force wall is 1000mm wide, which is insufficient to cover the width of a typical vehicle. Therefore, a full-width rigid force wall test requires two force walls joined together. A 50% offset force wall test requires only one force wall.

[0034] Traditional barrier design generally uses full-width force wall collision tests to collect vehicle stiffness data. However, in-depth analysis has found that the full-width force wall data collection method is not suitable for offset barrier development such as MPDB honeycomb barriers. First, in terms of operating condition restoration, the MPDB test simulates a 50% offset vehicle-to-vehicle operating condition. The MPDB honeycomb barrier stiffness should represent the stiffness response of a 50% offset vehicle-to-vehicle test. Therefore, the stiffness collection working condition should also simulate the 50% offset vehicle-to-vehicle operating condition as much as possible. In the full-width force wall collision test, both sides of the longitudinal beams of the test vehicle's front-end structure are subjected to stress. 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 time is inconsistent. In the 50% offset force wall collision test, only one side of the longitudinal beam of the test vehicle's front-end structure is subjected to stress. Compared with the 50% offset vehicle-to-vehicle test, the deformation pattern of the front-end structure is consistent, the shape of the collision force-displacement curve is consistent, and the collision peak time is consistent. Based on the above analysis, the full-width force wall collision test is not suitable for collecting vehicle-to-vehicle collision stiffness. This application innovatively uses the 50% offset force wall collision test to collect vehicle stiffness and guide the development of MPDB honeycomb barriers. The schematic diagram of the 50% offset force wall collision test is as follows: Figure 2 As shown, the lateral overlap rate between the test vehicle and the force wall is 50%, the overlap amount is 50% of the test vehicle width, the overlapping impact side is the driver's side of the test vehicle, and the right edge of the force wall is aligned with the lateral center position of the test vehicle.

[0035] like Figure 1As shown, this embodiment provides a method for obtaining material stiffness for MPDB honeycomb barrier development, comprising the following steps:

[0036] S110. In a simulation environment, compare 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 50% offset force wall test speed that matches the mechanical responses.

[0037] The force wall test speed has an important impact on the stiffness response and collection results of the vehicle's front-end structure. This application uses a large number of simulations to obtain a suitable 50% offset force wall test speed. Among them, the mechanical response includes the collision force-displacement curve. Specifically, a 50% offset vehicle-to-vehicle working condition simulation is first performed. Referring to the current MPDB working condition test speed of 50km / h, the vehicle-to-vehicle simulation speed is set to 50km / h, and the collision force-displacement curve is output after completion. Then a 50% offset force wall collision simulation is performed (in the offset force wall collision simulation, the force wall is fixed, and different vehicle speeds are set for simulation). Different speed settings are made from 50km / h to 60km / h, with a step interval of 1km / h, 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 curves of the 50% offset vehicle-to-vehicle collision at 50km / h, and the speed value with the closest collision force-displacement curve comparison is found. This speed value is used as the 50% offset force wall test speed for collecting vehicle stiffness. The comparison method includes: comparing the shape of the collision force-displacement curve, the collision force peak and the displacement size. After research and comparison, this application confirmed that the 50% offset force wall test speed used was 56km / h, and the collision force-displacement curve comparison was as follows: Figure 3 shown.

[0038] S120. Under a realistic test environment, control the test vehicle to collide with the front of the force wall at a speed 50% of the offset force wall test speed, and obtain collision force-time data output by each force measuring unit on the force wall.

[0039] When conducting a 50% offset force wall collision test, the force wall is installed on a fixed barrier so that the amount of overlap between the force wall and the vehicle in the lateral direction is 50% of the test vehicle width, such as Figure 2 As shown. The force wall fully covers the vehicle's front structure in the height direction to ensure sufficient and comprehensive data collection. The test vehicle vertically impacts the front of the force wall at a speed of 56 km / h, and the offset cannot exceed 10 mm.

[0040] During the test, 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, and forms a collision force-time curve with time as the horizontal axis and the collision force as the vertical axis.

[0041] S130. Determine a target force measuring unit that is in actual contact with the test vehicle according to the magnitude of the collision force.

[0042] Assuming the surface area of ​​a force cell is S0, the sum of the surface areas of a force wall is 64S0. Since the front of the vehicle does not effectively contact all 64 force cells, this calculation method is straightforward but inaccurate. The front end of a vehicle is complex, with discontinuous component distribution along the height of the vehicle body and numerous gaps between components. Furthermore, the front end structure heights of different vehicles vary, so strictly speaking, not all force cells effectively contact the front end structure of the vehicle. Therefore, this application proposes a more accurate method for calculating the effective contact area.

[0043] Optionally, at each collision moment, the collision force is compared to a threshold value. If the collision force is greater than the threshold value, the force measuring unit from which the collision force originated 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 value, the force measuring unit from which the collision force originated is not used 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.

[0044] First, a threshold F0 is set, and the collision force F collected by each force measuring unit i at each moment j is ij , if F ij Less than F0, at this moment the force measuring unit is an invalid contact unit, and its surface area does not participate in the calculation of the effective contact area; if F ij If the force measuring unit is greater than F0, the force measuring unit is an effective contact unit at this moment, and its surface area is used to calculate 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, the effective contact area-time curve can be obtained, as shown in the figure below: Figure 4 Based on the effective contact area, more accurate stress-time data can be obtained.

[0045] S140 , obtaining stress-time data according to the collision force-time data and the effective contact area of ​​the target force measuring unit.

[0046] Collision force-time data cannot be directly used to characterize the stiffness of a vehicle's front-end structure. Since collision force is related to contact area, the impact of contact area must be eliminated and the collision force normalized. Force-time data is then used to generate stress-time data, which is then further converted into stress-displacement data, also known as stiffness data.

[0047] For each moment in the collision process, the stress value of the front end structure of the vehicle at that moment j is obtained by dividing the collision resultant force at that moment j by the effective contact area between the front end structure of the vehicle and the force wall at that moment:

[0048] ;

[0049] Where σ is stress, F is the collision resultant force, and S is the effective contact area. The collision resultant force is the sum of the collision forces collected by the target force measuring unit.

[0050] The stress at each moment is taken as the vertical axis and the time is taken as the horizontal axis to obtain the stress-time curve. Figure 5 .

[0051] S150 , obtaining stress-displacement data according to the stress-time data and the displacement-time data of the test vehicle.

[0052] A longitudinal acceleration sensor is installed on the sheet metal below the vehicle's B-pillar to measure and calculate the displacement of the vehicle during a collision; and the acceleration-time data output by the acceleration sensor is obtained. With time as the horizontal axis and acceleration as the vertical axis, an acceleration-time curve is obtained, such as Figure 6 As shown. After double integration of acceleration, displacement-time data is obtained. With time as the horizontal axis and displacement as the vertical axis, the displacement-time curve is obtained, as shown Figure 7 shown.

[0053] The displacement-time curve and the stress-time curve use the same time data (including: the same duration, the same time point interval, and the same number of time points). Therefore, the stress and displacement data can be directly matched to generate the stress-displacement curve. Figure 8 shown.

[0054] Since the displacement data obtained above is non-integer, the stress-displacement data is interpolated and filtered, and the displacement data is rounded to an integer while maintaining the same step size to obtain the approximate stress data corresponding to the integer displacement data. After rounding and normalizing the displacement data, stress data from different vehicles can be compared or averaged based on the same displacement value.

[0055] First, determine the displacement sequence to be interpolated, and specify the initial value and step interval. For example, the initial value A1=10, and the step interval n=10. i+1 =A1+i×n, i=1, 2, 3, .... For a set of stress-displacement data to be interpolated, search the displacement series to be interpolated one by one for the values ​​corresponding to A i The closest displacement value D i , D i The corresponding stress value is assigned to A i To correspond, let this stress value be A i The corresponding stress values ​​are completed one by one according to this logic i The corresponding stress values ​​of all data in the series are assigned to work.

[0056] Optionally, the integer displacement data and the approximate stress data are used to generate a curve. This curve is in the form of an up-and-down fluctuation and cannot be directly used in the production of honeycomb aluminum. More advanced manufacturing processes can produce honeycomb barriers with progressive stiffness, but they need to be based on stiffness data in the form of a straight line with a certain slope. Therefore, it is necessary to perform a straight-line fitting on the stress-displacement curve to generate a straight-line stiffness line segment, such as Figure 9 shown.

[0057] Optionally, a linear fit can be performed on the stress-displacement curve based on the least squares method. The parameters of the linear equation are obtained by minimizing the sum of the squares of the vertical distances (i.e., residuals) from the stress-displacement data points to the fitted line. The specific method is as follows:

[0058] 1. Data preparation.

[0059] Given n stress-displacement data points ( 1, D1), ( 2, D2), ..., ( n , D n ).

[0060] 2. Calculation of relevant statistics:

[0061] i : The sum of stress values ​​of all data points;

[0062] D i : The sum of the displacement values ​​of all data points;

[0063] i D i : The sum of the products of stress and displacement of all data points;

[0064] i 2 : The sum of squares of stress values ​​of all data points;

[0065] 3. Construct the equation:

[0066] Minimize the residual sum of squares S:

[0067] ;

[0068] Where a and b are the parameters of the fitted line.

[0069] The following system of equations is derived:

[0070] ;

[0071] The equations for a and b are:

[0072] ;

[0073] ;

[0074] Substitute a and b into the straight line equation to obtain the fitted straight line.

[0075] S160. Guide the material development of a 50% overlapping progressive deformation barrier on the front side based on stress-displacement data.

[0076] The vehicle front end stiffness value is used 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.

[0077] The present application provides a method for obtaining vehicle stiffness curves and honeycomb material stiffness data, including a test method, basic test data collection, and data processing method. In response to the problem of inaccurate calculation of vehicle contact area, a method for calculating effective contact area is proposed, which makes the calculation of stress data more accurate. In response to the problem that stress-displacement data of different vehicles cannot be directly averaged, a method for rounding displacement data is proposed to make the displacement data an integer arithmetic progression and obtain the approximate stress value corresponding to each displacement data. The obtained stiffness curve can be applied to many fields such as vehicle structure optimization and automobile collision honeycomb aluminum development.

[0078] like Figure 10 As shown, this embodiment provides an electronic device, including:

[0079] at least one processor; and

[0080] a memory communicatively connected to at least one of the processors; wherein,

[0081] The memory stores instructions executable by at least one processor, and the instructions are executed by at least one processor to enable at least one processor to perform the above method. The at least one processor in the electronic device is capable of performing the above method, thereby having at least the same advantages as the above method.

[0082] Optionally, the electronic device also includes interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the electronic device, including instructions stored in 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 necessary, multiple processors can be used with multiple memories, and / or multiple buses can be used with multiple memories. Similarly, multiple electronic devices can be connected (for example, as a server array, a group of blade servers, or a multi-processor system), with each device providing part of the necessary operations. Figure 10 A processor 301 is taken as an example.

[0083] 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 this application. Processor 301 executes the software programs, instructions, and modules stored in memory 302 to perform various functional applications and data processing of the device, thereby implementing the aforementioned material stiffness acquisition method for MPDB honeycomb barrier development.

[0084] The memory 302 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function; the data storage area may store data created based on the use of the terminal, etc. Furthermore, the memory 302 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some instances, the memory 302 may further include a memory remotely located relative to the processor 301, and these remote memories may be connected to the device via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0085] 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 may be connected via a bus or other means. Figure 10 The bus connection is taken as an example.

[0086] The input device 303 can receive input digital or character information, and the output device 304 can include a display device, an auxiliary lighting device (e.g., an LED), a tactile feedback device (e.g., 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.

[0087] This embodiment provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to cause the computer to execute the above-described method. The computer instructions on the computer-readable storage medium are used to cause the computer to execute the above-described method, thereby having at least the same advantages as the above-described method.

[0088] The medium in this application may be 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, device or component, or any combination thereof. More specific examples of media (a non-exhaustive list) include: an electrical connection with 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 thereof. In this document, a medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device.

[0089] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0090] The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wire, optical cable, RF (Radio Frequency), etc., or any suitable combination of the foregoing.

[0091] The computer program code for performing the operations of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a separate 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 can 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 can be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0092] In the above embodiments, all or part of the embodiments can be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented 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, all or part of the processes or functions described in the embodiments of the present application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. 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 via a wired connection, such as a coaxial cable, optical fiber, digital subscriber line (DSL), or wireless connection, such as infrared, wireless, or microwave. 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 available media. The available medium can be a magnetic medium (e.g., a floppy disk, hard disk, or magnetic tape), an optical medium, or a semiconductor medium. It is worth noting that the computer-readable storage medium mentioned in the embodiments of the present application may be a non-volatile storage medium, in other words, a non-transitory storage medium.

[0093] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this application can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in this application can be achieved. This is not a limitation herein.

[0094] The above specific embodiments do not constitute a limitation on the scope of protection of this application. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application shall be included within the scope of protection of this application.

Claims

1. A method for obtaining material stiffness for MPDB honeycomb barrier development, characterized in that: include: In a simulation environment, the mechanical responses of a 50% offset force wall collision at different speeds are compared with the mechanical responses of a 50% offset vehicle-to-vehicle collision at 50 km / h to obtain a 50% offset force wall test speed that matches the mechanical response. First, a 50% offset vehicle-to-vehicle working condition simulation is performed, and the vehicle-to-vehicle simulation speed is set to 50 km / h. After completion, a collision force-displacement curve is output. Then, a 50% offset force wall collision simulation is performed, with different speed settings from 50 km / h to 60 km / h, with a step interval of 1 km / h, and a 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 curves of the 50% offset vehicle-to-vehicle collision at 50 km / h to find the speed value with the closest collision force-displacement curve comparison, and the speed value is used as the 50% offset force wall test speed for collecting vehicle stiffness. In a real test environment, the test vehicle is controlled to impact the front of the force wall at a 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 in actual contact with the test vehicle based on the magnitude of the collision force, including: comparing the collision force with a threshold at each collision moment; if the collision force is greater than the threshold, using the force measuring unit from which the collision force originates as the target force measuring unit at the current collision moment; and if the collision force is less than or equal to the threshold, not using the force measuring unit from which the collision force originates as the target force measuring unit at the current collision moment; Obtaining stress-time data based on the collision force-time data and the effective contact area of ​​the target force measuring unit; Obtaining stress-displacement data based on the stress-time data and the displacement-time data of the test vehicle; The stress-displacement data guides the material development of the front 50% overlapping 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 1, characterized in that Before obtaining stress-displacement data based on 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.

4. The method according to claim 3, 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 includes: The stress-displacement data are interpolated and filtered to obtain the approximate stress data corresponding to the integer displacement data.

5. The method according to claim 4, 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.

6. An electronic device, characterized in that: include: at least one processor, and a memory communicatively coupled to the at least one processor; The memory stores instructions that can be executed 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 according to any one of claims 1 to 5.

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