A method for optimizing structure of a pipe string impactor based on a positive wall collision calibration test

Abstract

The present application belongs to the technical field of frontal crash barrier tooling, and particularly relates to a pipe column impactor structure optimization method based on a frontal crash barrier calibration test. First, the structure parameters of the longitudinal beam and subframe of mainstream vehicles are collected and standardized to obtain the longitudinal beam height difference mean value and subframe height interpolation. Then, the square tube is used to simulate the longitudinal beam and subframe, and the size is determined. The optimized pipe column impactor is formed by connecting the transition square tube. At the same time, the support is added inside the square tube to enhance the structural stiffness. Then, the impactor dynamic equivalent model is constructed based on the equivalent mass of the front end of the real vehicle, the combined stiffness and the energy dissipation coefficient, and the natural frequency is optimized according to the modal frequency of the front end of the real vehicle. Finally, the finite element model is established for collision simulation, and the actual and preset indicators are compared. If it does not meet the requirements, the pipe column impactor structure parameters are optimized. The present application can solve the problem of deviation of the calibration result accuracy of the cylindrical pipe column impactor in the frontal crash barrier test in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of frontal collision barrier tooling technology, and particularly relates to a method for optimizing the structure of a tubular impactor based on a frontal collision barrier calibration test. Background Technology

[0002] In the field of vehicle crash safety testing, dynamic calibration testing is the core means of verifying the crashworthiness of safety facilities such as moving progressive deformable barriers (MPDB). As a special tooling for frontal collision barrier calibration testing, the core function of the tubular impactor is to provide standardized test conditions for evaluating the energy absorption capacity of the barrier system by simulating the impact load characteristics of the front-end structure of a real vehicle. The structural design of this device directly affects the reliability of test data and its engineering application value, and its optimization is of great significance for improving the level of crash testing technology.

[0003] Traditional crash tests mainly use rigid barriers or impactors with simple geometry. Early cylindrical tube impactors simulated the front end of a vehicle through a single cylindrical structure. Their design concept was based on the principle of energy conservation, and standard load input was achieved by controlling the impact mass and velocity. With the development of computer simulation technology, this device can record mechanical parameters (such as peak acceleration, impact force time history curve, etc.) in real time during the collision process by integrating high-precision acceleration sensors and dynamic data acquisition systems, providing quantitative basis for barrier performance evaluation.

[0004] However, existing cylindrical tube impactors have revealed significant limitations in practical applications. The main limitation is that their cylindrical structure generates axisymmetric loads during collisions, which cannot simulate the asymmetric deformation characteristics of key components such as the front longitudinal beams and energy-absorbing boxes of vehicles. This causes the barrier system to exhibit energy absorption patterns that do not match the actual vehicle collision scenario in the test, which in turn leads to a systematic deviation between the calibration test results based on the cylindrical impactor and the actual vehicle collision test data, affecting the engineering application value of the barrier system. Summary of the Invention

[0005] The technical problem solved by this invention is to provide a method for optimizing the structure of a cylindrical impactor based on a head-on obstacle calibration test, so as to solve the problem of inaccuracy of calibration results of cylindrical impactors in head-on obstacle tests in the prior art.

[0006] The basic solution provided by this invention is: a method for optimizing the structure of a tubular impactor based on a frontal collision barrier calibration test, comprising:

[0007] S1: Collect the longitudinal beam structure parameters and subframe structure parameters of mainstream models in the market, and standardize the longitudinal beam structure parameters and subframe structure parameters to generate standardized longitudinal beam parameters and standardized subframe parameters.

[0008] S2: The upper square tube simulates the longitudinal beam, and the lower square tube simulates the subframe. The height of the upper square tube is determined according to the standardized parameters of the longitudinal beam, and the height of the lower square tube is determined according to the standardized parameters of the subframe. The upper and lower square tubes are connected and fixed by a transition square tube to generate the optimized tube column impactor.

[0009] S3: Establish a dynamic equivalent model of the generated optimized column impactor, optimize the natural frequency of the dynamic equivalent model of the impactor according to the front modal frequency of the actual vehicle, and obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle.

[0010] S4: Establish a finite element model of the impactor based on the optimized column impactor. Based on the requirements of the frontal collision barrier calibration test and the natural frequency of the column impactor that meets the requirements of the actual vehicle, conduct a collision simulation between the finite element model of the impactor and the finite element model of the barrier. Evaluate whether the preset indicators meet the requirements. If not, optimize the structural parameters of the column impactor. If yes, output the structural parameters of the column impactor.

[0011] Furthermore, S1 includes:

[0012] S1-1: Collect the longitudinal beam cross-sectional dimensions and the height H of the upper part of the longitudinal beam from the ground of mainstream models on the market. upper The lower part of the longitudinal beam is H above the ground. lower ;

[0013] S1-2: Collect the subframe cross-sectional dimensions and the ground clearance of the upper part of the subframe for mainstream models on the market. upper The ground clearance of the lower part of the subframe, S lower ;

[0014] S1-3: Standardize the height difference between the upper and lower parts of the longitudinal beam and the ground to obtain the average height difference of the longitudinal beam. The expression is:

[0015] ΔH=mean(H upper -H lowrr )

[0016] Where ΔH represents the average value of the height difference between the upper and lower parts of the longitudinal beam above the ground;

[0017] S1-4: The subframe height interpolation is calculated using linear interpolation, and the expression is:

[0018]

[0019] Among them, H sub This indicates the interpolated value for the subframe height.

[0020] Furthermore, S2 includes:

[0021] S2-1: The design of the tubular impactor includes an upper square tube, a lower square tube, a transition square tube, and a fixed square tube;

[0022] S2-2: The upper square tube is used to simulate a longitudinal beam, with the width being the average height difference ΔH of the longitudinal beam and the height being the average cross-sectional dimensions of the longitudinal beam;

[0023] S2-3: The lower square tube simulates the subframe, and the width of the lower square tube is the subframe height interpolated by H. sub The height is the average value of the subframe cross-sectional dimensions;

[0024] S2-4: The transition square tube is located between the upper square tube and the lower square tube to connect the upper square tube and the lower square tube; the size of the transition square tube is set according to the distance between the longitudinal beam and the subframe of the actual vehicle;

[0025] S2-5: The upper and lower square tubes are fixed to the impactor mounting surface by fixing the square tube.

[0026] Furthermore, S2 also includes:

[0027] S2-6: Add support components inside the above-mentioned upper square tube, lower square tube, transition square tube and fixed square tube.

[0028] Furthermore, S3 includes:

[0029] S3-1: Determine the mass of the column impactor based on the equivalent mass of the front end of the actual vehicle; determine the stiffness matrix based on the combined stiffness of the longitudinal beam and subframe material properties; determine the damping coefficient based on the energy dissipation coefficient during the collision process;

[0030] S3-2: Construct a dynamic equivalent model of the impactor based on the impactor mass, stiffness matrix, damping coefficient, and optimized tubular impactor structure;

[0031] S3-3: Optimize the natural frequency of the dynamic equivalent model of the impactor based on the front modal frequency of the actual vehicle to obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle.

[0032] Furthermore, S4 includes:

[0033] S4-1: Based on the optimized tubular impactor, establish the finite element model of the impactor. According to the requirements of the frontal collision barrier calibration test and the natural frequency of the tubular impactor that meets the requirements of the actual vehicle, the finite element model of the impactor is used to simulate the collision between the finite element model of the barrier and the finite element model of the barrier.

[0034] S4-2: Record the data of barrier deformation, tube impactor acceleration, and collision force in the collision simulation, and compare them with the preset data indicators of barrier deformation, tube impactor acceleration, and collision force. If the preset indicator requirements are met, the tube impactor structural parameters are output; otherwise, the tube impactor structural parameters are optimized.

[0035] An electronic device includes a processor and a memory, wherein the memory stores programs or instructions, and the processor executes the above-described method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test by calling the programs or instructions stored in the memory.

[0036] A computer-readable storage medium storing a program or instructions that causes a computer to execute, as described above, a method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test.

[0037] The principle and advantages of this invention are as follows: The technical solution of the column impactor structure optimization method based on frontal collision barrier calibration test in this application combines data from mainstream vehicle models to optimize the column impactor structure. First, the structural parameters of the longitudinal beams and subframes of mainstream vehicle models are collected and standardized to obtain the average height difference of the longitudinal beams and the interpolated height of the subframes. Next, square tubes are used to simulate the longitudinal beams and subframes, and their dimensions are determined according to the standardized parameters. These are then connected by transition square tubes to form the optimized column impactor. Simultaneously, support components are added inside the square tubes to enhance structural rigidity. Then, a dynamic equivalent model of the impactor is constructed based on the equivalent mass, combined stiffness, and energy dissipation coefficient of the actual vehicle's front end, and its natural frequency is optimized according to the modal frequency of the actual vehicle's front end. Finally, a finite element model is established to perform collision simulation, comparing the actual values ​​with preset indicators. If the requirements are not met, the structural parameters of the column impactor are optimized until they are satisfied.

[0038] The advantages of this application are: it effectively solves the problem of inaccurate calibration results of cylindrical tube impactors in frontal collision barrier tests in existing technologies. By collecting and standardizing data from mainstream vehicle models, the structural parameters of the tube impactor are made to better match the actual front-end structural characteristics of vehicles, enabling better simulation of real-world collision scenarios. The adoption of a square tube structure and optimized design enhances the impactor's ability to represent the front-end structure of vehicles, reducing calibration errors caused by structural differences. Furthermore, by constructing a dynamic equivalent model and optimizing the natural frequency, the matching degree between the impactor and the real vehicle is further improved. Through simulation and index comparison, the structural parameters of the tube impactor are continuously optimized, ensuring the accuracy and reliability of the calibration results and improving the scientific rigor and effectiveness of frontal collision barrier tests. Attached Figure Description

[0039] Figure 1 This is a flowchart of an embodiment of the present invention;

[0040] Figure 2 This is a schematic diagram of the square tubular impactor product in an embodiment of the present invention;

[0041] Figure 3 This is a schematic diagram of the construction process of the square tubular impactor of the present invention;

[0042] Figure 4 This is a schematic diagram showing the dimensions of the square tubular impactor in an embodiment of the present invention;

[0043] Figure 5 This is a comparison diagram of improvements in the embodiments of the present invention;

[0044] Figure 6 This is a schematic diagram of the electronic device in this invention. Detailed Implementation

[0045] The following detailed description illustrates the specific implementation method:

[0046] The reference numerals in the accompanying drawings include: electronic device 400, processor 401, memory 402, input device 403, and output device 404.

[0047] The basic implementation examples are as follows: Figure 1 As shown: A method for optimizing the structure of a tubular impactor based on a frontal collision barrier calibration test, comprising:

[0048] S1: Collect longitudinal beam structural parameters and subframe structural parameters of mainstream vehicle models on the market, and standardize these parameters to generate standardized longitudinal beam parameters and standardized subframe parameters; S1 includes:

[0049] S1-1: Collect the longitudinal beam cross-sectional dimensions and the height H of the upper part of the longitudinal beam from the ground of mainstream models on the market. upper The lower part of the longitudinal beam is H above the ground. lower ;

[0050] S1-2: Collect the subframe cross-sectional dimensions and the ground clearance of the upper part of the subframe for mainstream models on the market. upper The ground clearance of the lower part of the subframe, S lower ;

[0051] S1-3: Standardize the height difference between the upper and lower parts of the longitudinal beam and the ground to obtain the average height difference of the longitudinal beam. The expression is:

[0052] ΔH=mean(H upper -H lowrr )

[0053] Where ΔH represents the average value of the height difference between the upper and lower parts of the longitudinal beam above the ground;

[0054] S1-4: The subframe height interpolation is calculated using linear interpolation, and the expression is:

[0055]

[0056] Among them, H sub This indicates the interpolated value for the subframe height.

[0057] In this embodiment, the structural parameters of the column impactor are designed based on data from the longitudinal beams of 81 mainstream Chinese automotive models and the subframes of 75 models. This design aims to make the impact effect of the improved column impactor more closely resemble real vehicle collisions under Chinese road traffic conditions. The improved column impactor is as follows: Figure 2 As shown, part A represents the longitudinal beam of the simulated car, and part B represents the simulated subframe. The relatively simple structure is used to accurately simulate the front features of a real vehicle in order to obtain a more realistic crash test result.

[0058] To determine the structural parameters of the improved tubular impactor, this application first extracts the longitudinal beam cross-sectional dimensions and the ground clearance H of the upper part of the longitudinal beam for mainstream vehicle models. upper The lower part of the longitudinal beam is H above the ground. lower Subframe cross-sectional dimensions, and the ground clearance S of the upper part of the subframe. upper The ground clearance of the lower part of the subframe, S lower Subsequently, the above parameters were standardized, and the average value of the longitudinal beam cross-sectional dimensions and the subframe cross-sectional dimensions was calculated. The ground clearance H of the upper part of the longitudinal beam was then determined. upper The lower part of the longitudinal beam is H above the ground. lower The average height difference of the longitudinal beams is calculated using the formula in S1-3, and the ground clearance S of the upper part of the subframe is calculated. upper The ground clearance of the lower part of the subframe, S lower The subframe height interpolation is calculated using the formula in S1-4. Based on the calculated parameters, the dimensions of parts A and B on the column impactor are determined.

[0059] S2: The upper square tube simulates the longitudinal beam, and the lower square tube simulates the subframe; the height of the upper square tube is determined according to the standardized parameters of the longitudinal beam, and the height of the lower square tube is determined according to the standardized parameters of the subframe. The upper and lower square tubes are connected and fixed by a transition square tube to generate the optimized tube column impactor; wherein, S2 includes:

[0060] S2-1: The design of the tubular impactor includes an upper square tube, a lower square tube, a transition square tube, and a fixed square tube;

[0061] S2-2: The upper square tube is used to simulate a longitudinal beam, with the width being the average height difference ΔH of the longitudinal beam and the height being the average cross-sectional dimensions of the longitudinal beam;

[0062] S2-3: The lower square tube simulates the subframe, and the width of the lower square tube is the subframe height interpolated by H. sub The height is the average value of the subframe cross-sectional dimensions;

[0063] S2-4: The transition square tube is located between the upper square tube and the lower square tube to connect the upper square tube and the lower square tube; the size of the transition square tube is set according to the distance between the longitudinal beam and the subframe of the actual vehicle;

[0064] S2-5: The upper and lower square tubes are fixed to the impactor mounting surface by fixing the square tube;

[0065] S2-6: Add support components inside the above-mentioned upper square tube, lower square tube, transition square tube and fixed square tube.

[0066] In this embodiment, the construction process of the optimized tubular impactor of this application is as follows: Figure 3 As shown, based on existing cylindrical column impactors and combined with front structure data of mainstream vehicle models, a column impactor conforming to the front structure characteristics of vehicles in the Chinese market is designed. Specifically, based on the longitudinal beam structural parameters and subframe structural parameters determined in S1, a column impactor will be designed to conform to the front structure characteristics of vehicles in the Chinese market. Figure 2 In this diagram, part A serves as the upper square tube, and part B serves as the lower square tube. Part A represents the longitudinal beam simulating a car, and part B represents the subframe. Therefore, the upper square tube simulates the longitudinal beam, and the lower square tube simulates the subframe. The average height difference ΔH between the longitudinal beams represents the width of the upper square tube, and the average cross-sectional dimensions of the longitudinal beams represent the height of the upper square tube. The subframe height is interpolated using H. sub The width of the lower square tube is represented by the average value of the subframe cross-sectional dimensions, which in turn represents the height of the lower square tube.

[0067] The upper and lower square tubes are connected by a transition square tube. The size of the transition square tube is set according to the distance between the longitudinal beam and the subframe of the actual vehicle. In this embodiment, it is 150-200mm.

[0068] To further increase the structural rigidity of the tubular impactor, the upper and lower square tubes are fixed to the impactor mounting surface by means of a fixed square tube. At the same time, support components, such as triangular ribs, are added inside the square tubes. This achieves the effect of enhancing the structural rigidity of the tubular impactor without affecting the load transfer applied to the barrier by the tubular impactor.

[0069] To better demonstrate the technical solution of this application, such as Figure 4 As shown, based on the ground clearance of the upper and lower parts of the longitudinal beam of model 81, the width of the upper square tube is designed to be 128mm by calculating the difference; based on the ground clearance of the upper and lower parts of the subframe of model 75, the width of the lower square tube is designed to be 85mm by calculating the difference.

[0070] like Figure 5 The diagram shown is a comparison of the original cylindrical tube impactor and the improved square tube impactor.

[0071] S3: Establish a dynamic equivalent model of the generated optimized column impactor, and optimize the natural frequency of the dynamic equivalent model of the impactor according to the front modal frequency of the actual vehicle to obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle; wherein, S3 includes:

[0072] S3-1: Determine the mass of the column impactor based on the equivalent mass of the front end of the actual vehicle; determine the stiffness matrix based on the combined stiffness of the longitudinal beam and subframe material properties; determine the damping coefficient based on the energy dissipation coefficient during the collision process;

[0073] S3-2: Construct a dynamic equivalent model of the impactor based on the impactor mass, stiffness matrix, damping coefficient, and optimized tubular impactor structure;

[0074] S3-3: Optimize the natural frequency of the dynamic equivalent model of the impactor based on the front modal frequency of the actual vehicle to obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle.

[0075] In this embodiment, the equivalent mass of the front end of the actual vehicle is determined through statistical analysis, and the energy dissipation coefficient during the collision process is obtained through experimental back-calculation. Then, the equivalent mass of the front end of the actual vehicle is used to characterize the mass of the impactor, the combined stiffness of the longitudinal beam and subframe material properties is used to characterize the stiffness matrix, and the energy dissipation coefficient during the collision process is used to characterize the damping coefficient. Finally, a dynamic equivalent model of the impactor including the impactor mass, stiffness matrix and damping coefficient is established, and the natural frequency of the impactor is optimized, for example, by using a genetic algorithm to optimize it so that the error between it and the modal frequency of the front end of the actual vehicle is controlled within a preset index, such as 5%, and the natural frequency of the dynamic equivalent model of the impactor is obtained.

[0076] S4: Establish a finite element model of the impactor based on the optimized column impactor. Based on the requirements of the frontal collision barrier calibration test and the natural frequency of the column impactor meeting real vehicle requirements, conduct a collision simulation between the impactor finite element model and the barrier finite element model. Evaluate whether the preset indicators meet the requirements. If not, optimize the structural parameters of the column impactor; if yes, output the structural parameters of the column impactor. S4 includes:

[0077] S4-1: Based on the optimized tubular impactor, establish the finite element model of the impactor. According to the requirements of the frontal collision barrier calibration test and the natural frequency of the tubular impactor that meets the requirements of the actual vehicle, the finite element model of the impactor is used to simulate the collision between the finite element model of the barrier and the finite element model of the barrier.

[0078] S4-2: Record the data of barrier deformation, tube impactor acceleration, and collision force in the collision simulation, and compare them with the preset data indicators of barrier deformation, tube impactor acceleration, and collision force. If the preset indicator requirements are met, the tube impactor structural parameters are output; otherwise, the tube impactor structural parameters are optimized.

[0079] In this embodiment, a finite element model is established to conduct collision simulation. The actual situation is compared with the preset indicators. If the actual situation is not met, the structural parameters of the column impactor are optimized until the requirements are met. This significantly improves the simulation accuracy of the column impactor for the front-end structure of Chinese vehicles and provides technical support for the accurate calibration of safety settings such as MPDB.

[0080] like Figure 6 As shown, in another embodiment of this embodiment, an electronic device is also included, the electronic device 400 including one or more processors 401 and memory 402.

[0081] The processor 401 may be a central processing unit (CPU) or other form of processing unit with data processing and / or instruction execution capabilities, and may control other components in the electronic device 400 to perform desired functions.

[0082] The memory 402 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 401 may execute the program instructions to implement the above-described method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test, and / or other desired functions. Various contents such as initial extrinsic parameters and thresholds may also be stored in the computer-readable storage medium.

[0083] In one example, the electronic device 400 may further include an input device 403 and an output device 404, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 403 may include, for example, a keyboard, a mouse, etc. The output device 404 may output various information to the outside, including warning messages, braking force, etc. The output device 404 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0084] Of course, for the sake of simplicity, Figure 6Only some of the components of the electronic device 400 relevant to the present invention are shown, omitting components such as buses, input / output interfaces, etc. In addition, the electronic device 400 may include any other suitable components depending on the specific application.

[0085] In addition to the methods and devices described above, embodiments of the present invention may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of a method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test provided in any embodiment of the present invention.

[0086] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of the present invention. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0087] Furthermore, embodiments of the present invention may also be computer-readable storage media storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of a method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test provided in any embodiment of the present invention.

[0088] 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 optimizing the structure of a tubular impactor based on a head-on collision barrier calibration test, characterized in that: include: S1: Collect the longitudinal beam structural parameters and subframe structural parameters of mainstream vehicle models on the market, and standardize the longitudinal beam structural parameters and subframe structural parameters to generate standardized longitudinal beam parameters and standardized subframe parameters; S1 includes: S1-1: Collect the longitudinal beam cross-sectional dimensions and the ground clearance of the upper part of the longitudinal beam for mainstream car models on the market. Height of the lower part of the longitudinal beam from the ground ; S1-2: Collect the subframe cross-sectional dimensions and ground clearance of the upper part of the subframe for mainstream car models on the market. The ground clearance of the lower part of the subframe ; S1-3: Standardize the height difference between the upper and lower parts of the longitudinal beam and the ground to obtain the average height difference of the longitudinal beam. The expression is: in, This represents the average difference in height between the upper and lower parts of the longitudinal beam from the ground. S1-4: The subframe height interpolation is calculated using linear interpolation, and the expression is: in, This indicates the subframe height interpolation; S2: An upper square tube simulates a longitudinal beam, and a lower square tube simulates a subframe; the height of the upper square tube is determined according to the standardized parameters of the longitudinal beam, and the height of the lower square tube is determined according to the standardized parameters of the subframe. The upper and lower square tubes are connected and fixed by a transition square tube to generate an optimized tube column impactor; S2 includes: S2-1: The design of the tubular impactor includes an upper square tube, a lower square tube, a transition square tube, and a fixed square tube; S2-2: The upper square tube simulates a longitudinal beam, with a width equal to the average height difference of the longitudinal beam. The height is the average value of the longitudinal beam cross-sectional dimensions; S2-3: The lower square tube simulates the subframe, and the width of the lower square tube is the interpolation value of the subframe height. The height is the average value of the subframe cross-sectional dimensions; S2-4: The transition square tube is located between the upper square tube and the lower square tube to connect the upper square tube and the lower square tube; the size of the transition square tube is set according to the distance between the longitudinal beam and the subframe of the actual vehicle; S2-5: The upper and lower square tubes are fixed to the impactor mounting surface by fixing the square tube; S3: Establish a dynamic equivalent model of the generated optimized column impactor, optimize the natural frequency of the dynamic equivalent model of the impactor according to the front modal frequency of the actual vehicle, and obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle. S4: Establish a finite element model of the impactor based on the optimized column impactor. Based on the requirements of the frontal collision barrier calibration test and the natural frequency of the column impactor that meets the requirements of the actual vehicle, conduct a collision simulation between the finite element model of the impactor and the finite element model of the barrier. Evaluate whether the preset indicators meet the requirements. If not, optimize the structural parameters of the column impactor. If yes, output the structural parameters of the column impactor.

2. The method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test according to claim 1, characterized in that: S2 further includes: S2-6: Add support components inside the above-mentioned upper square tube, lower square tube, transition square tube and fixed square tube.

3. The method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test according to claim 2, characterized in that: S3 includes: S3-1: Determine the mass of the column impactor based on the equivalent mass of the front end of the actual vehicle; determine the stiffness matrix based on the combined stiffness of the longitudinal beam and subframe material properties; determine the damping coefficient based on the energy dissipation coefficient during the collision process; S3-2: Construct a dynamic equivalent model of the impactor based on the impactor mass, stiffness matrix, damping coefficient, and optimized tubular impactor structure; S3-3: Optimize the natural frequency of the dynamic equivalent model of the impactor based on the front modal frequency of the actual vehicle to obtain the natural frequency of the column impactor that meets the requirements of the actual vehicle.

4. The method for optimizing the structure of a tubular impactor based on a head-on collision barrier calibration test according to claim 3, characterized in that: S4 includes: S4-1: Based on the optimized tubular impactor, establish the finite element model of the impactor. According to the requirements of the frontal collision barrier calibration test and the natural frequency of the tubular impactor that meets the requirements of the actual vehicle, the finite element model of the impactor is used to simulate the collision between the finite element model of the barrier and the finite element model of the barrier. S4-2: Record the data of barrier deformation, tube impactor acceleration, and collision force in the collision simulation, and compare them with the preset data indicators of barrier deformation, tube impactor acceleration, and collision force. If the preset indicator requirements are met, the tube impactor structural parameters are output; otherwise, the tube impactor structural parameters are optimized.

5. An electronic device, characterized in that: It includes a processor and a memory, wherein the memory stores programs or instructions, and the processor executes the method for optimizing the structure of a tubular impactor based on a frontal collision barrier calibration test as described in any one of claims 1-4 by calling the programs or instructions stored in the memory.

6. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program or instructions that cause a computer to execute a method for optimizing the structure of a tubular impactor based on a head-on obstacle calibration test as described in any one of claims 1-4.

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