Front collision avoidance system, optimization method and vehicle
By designing the fixed connection between the grid-shaped anti-collision plate body and the bracket, the problem of uneven stress on the barrier under MPDB conditions is solved, lightweight and compatibility improvement are achieved, and SD value and compatibility penalty are reduced.
Patent Information
- Application Number
- CN202510709388.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-29
- Publication Date
- 2025-08-05
AI Technical Summary
Under MPDB conditions, when the vehicle comes into contact with the barrier vehicle, the anti-collision beam and other components will deform the block, and the other unsqueezed areas will be relatively complete, resulting in uneven stress on the barrier, excessive local stress on the local stress, and an increase in the SD value, which increases the risk of the barrier being broken down, and the compatibility penalty is too high.
A front anti-collision system is designed, including an anti-collision plate body, an upper mounting bracket and a side mounting bracket. The anti-collision plate body adopts a grid-like structure, with horizontal and vertical ribs arranged horizontally and vertically, fixed by the upper mounting bracket and the fender mounting bracket, and fixed by the side mounting bracket and the front end frame, increasing the contact area between the body and the barrier vehicle, reducing pressure, and ensuring overall strength and lightweight.
By increasing the contact area and overall strength, reducing the SD value, reducing the risk of barrier breakdown, and achieving a lightweight design.
Smart Images
Figure CN120422797A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of automobile anti-collision structures, and in particular to a front anti-collision system, an optimization method, and a vehicle. Background Art
[0002] At present, research on vehicle crashworthiness is becoming more and more mature. The concept design based on automobile frontal collision is mainly applicable to single-condition design and tends to protect the occupants of the vehicle itself, ignoring the issue of automobile collision compatibility. The collision condition adds the evaluation of the collision compatibility between the barrier and the real vehicle. Not only the safety of the vehicle itself must be considered, but also the damage to the barrier vehicle must not be too large. One of the important evaluation indicators is the SD value (standard deviation), which specifically refers to the standard deviation of the intrusion amount of all network points in the evaluation area of the barrier vehicle. The smaller the SD value, the better the flatness of the barrier vehicle and the fewer compatibility penalties.
[0003] In related technologies, under MPDB working conditions, the vehicle comes into contact with the barrier vehicle, and components such as the anti-collision beam squeeze part of the barrier and deform it, while other un-squeezed areas are relatively intact, resulting in uneven force on the barrier, excessive local force, an increase in the SD value, an increased risk of the barrier being penetrated, and an excessively high compatibility penalty.
[0004] Therefore, it is necessary to design a new front collision avoidance system to overcome the above problems. Summary of the Invention
[0005] The present application provides a front collision avoidance system, an optimization method, and a vehicle, which can solve the technical problems in related technologies in which, under MPDB working conditions, a vehicle contacts a barrier vehicle, and components such as the anti-collision beam squeeze part of the barrier and deform it, while other un-squeezed areas are relatively intact, resulting in uneven force on the barrier, excessive local force, increased SD value, increased risk of barrier penetration, and excessively high compatibility penalty points.
[0006] In the first aspect, an embodiment of the present application provides a front anti-collision system, which includes: an anti-collision plate body, an upper mounting bracket and a side mounting bracket, the anti-collision plate body includes a frame and transverse and longitudinal ribs arranged in a horizontal and vertical staggered manner, a plurality of the transverse ribs and a plurality of the longitudinal ribs are located in the frame, and the front end faces of the plurality of the transverse ribs and the front end faces of the plurality of the longitudinal ribs are located in the same plane; the upper mounting bracket is installed on one side of the anti-collision plate body, and the side mounting bracket is installed on the other side of the anti-collision plate body, the upper mounting bracket is used to be fixed to the fender mounting bracket, and the side mounting bracket is used to be fixed to the front end frame.
[0007] Among them, the number of the plurality of transverse ribs and the number of the plurality of longitudinal ribs are set according to the strength of the anti-collision plate body. Exemplarily, the plurality of transverse ribs are set to eight transverse ribs, and the plurality of longitudinal ribs are set to six longitudinal ribs. The anti-collision plate body is arranged in a grid shape, and the front end faces of the plurality of transverse ribs and the front end faces of the plurality of longitudinal ribs are located in the same plane, thereby ensuring the overall strength of the anti-collision plate body without affecting the wind resistance of the front anti-collision system. The fender mounting bracket is bolted to the upper mounting bracket, and the front end frame is bolted to the side mounting bracket The front anti-collision system is connected, making it detachable, which is beneficial to the mass production of the front anti-collision system and saving the mold opening cost caused by design changes. The upper end of the anti-collision plate body is fixed to the fender mounting bracket through the upper mounting bracket, and the left side of the anti-collision plate body is fixed to the front end frame through the side mounting bracket, so that the anti-collision plate body is located between the anti-collision beam and the tire. During the collision, the front anti-collision system can support the anti-collision beam and retreat together, increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. The calculation formula of the pressure P is: F is the contact force and A is the contact area. While keeping the contact force F unchanged, increasing the contact area A can reduce the pressure P, ensure the integrity and flatness of the barrier, and thus reduce the SD value.
[0008] In combination with the first aspect, in one embodiment, a plurality of first reinforcing ribs are provided in the upper mounting bracket, and the front end surfaces of the first reinforcing ribs and the front end surfaces of the longitudinal ribs are located in the same plane.
[0009] Among them, the front end face of the first reinforcing rib and the front end face of the longitudinal rib are located in the same plane, further enhancing the strength of the front anti-collision system and avoiding thickening of the reinforcing rib. Demonstratively, the projection of the first reinforcing rib on the frame and the projection of the longitudinal rib on the frame coincide with each other, so that the load on the upper mounting bracket is directly transmitted to the longitudinal rib through the first reinforcing rib, avoiding local stress concentration between the upper mounting bracket and the anti-collision plate body to cause stress damage. The side mounting bracket is provided with multiple second reinforcing ribs, and the projection of the second reinforcing rib on the frame and the projection of the transverse rib on the frame coincide with each other, so that the load on the side mounting bracket is directly transmitted to the transverse rib through the second reinforcing rib, avoiding local stress concentration between the side mounting bracket and the anti-collision plate body to cause stress damage.
[0010] In combination with the first aspect, in one embodiment, the anti-collision plate body, the upper mounting bracket and the side mounting bracket are all made of polypropylene material and are integrally formed.
[0011] Among them, exemplary, the anti-collision plate body, the upper mounting bracket and the side mounting bracket are all made of PP-LGF30 (30% long glass fiber reinforced polypropylene), and the front anti-collision system adopts composite materials, which effectively reduces the weight of parts compared with metal materials, making the front anti-collision system lightweight while ensuring its due strength.
[0012] In combination with the first aspect, in one embodiment, the thickness of the transverse ribs and the thickness of the longitudinal ribs are both set to 2-3 mm.
[0013] Among them, the thickness of the transverse ribs and the thickness of the longitudinal ribs can be set to 2-3 mm. Preferably, the thickness of the transverse ribs and the thickness of the longitudinal ribs are both set to 2.5 mm, ensuring that the anti-collision plate body meets the MPDB regulatory requirements while reducing costs.
[0014] In combination with the first aspect, in one embodiment, the length of the frame is set to 300-320 mm, the width of the frame is set to 250-260 mm, and the thickness of the frame is set to 60-80 mm.
[0015] Among them, the length of the frame can be set to 300~320㎜, the width of the frame can be set to 250~260㎜, and the thickness of the frame can be set to 60~80㎜. Preferably, the length of the frame is set to 309㎜, the width of the frame is set to 256㎜, and the thickness of the frame is set to 70㎜, ensuring the effect of the frame while reducing the occupied space.
[0016] In combination with the first aspect, in one embodiment, the four corners of the frame, the protruding parts of the upper mounting bracket and the side mounting bracket are all configured as rounded corners.
[0017] The four corners of the frame, the protruding parts of the upper mounting bracket and the side mounting bracket are all set to be rounded to prevent the sharp parts of the front collision avoidance system from damaging the barrier, further increasing the SD value.
[0018] In combination with the first aspect, in one embodiment, the upper mounting bracket is configured to be arc-shaped.
[0019] Wherein, the upper mounting bracket is configured to be arc-shaped to reduce the impact of the anti-collision plate body on surrounding parts.
[0020] In a second aspect, an embodiment of the present application provides a method for optimizing a front collision avoidance system, which includes the following steps:
[0021] A MPDB crash test is simulated to analyze the vehicle and barrier. The feasibility of the front collision avoidance system optimization scheme is determined based on the SD value within the evaluation area and whether the front collision avoidance system is torn. The front collision avoidance system is then optimized based on the distribution of barrier intrusion and the tearing condition of the front collision avoidance system.
[0022] Among them, the SD value is simulated according to the MPDB regulations, and different colors in the observation cloud map represent different intrusion amounts of the barrier. When the color difference in the observation cloud map within the evaluation area is large, the SD value of the current front anti-collision system is large, and the optimization plan of the current front anti-collision system is not feasible. When the finite element analysis results show that the current front anti-collision system is torn, the structure of the current front anti-collision system is unstable. In the formal test, the current front anti-collision system has a high risk of tearing and flying out. According to the tearing position and tearing form, the shape of the current front anti-collision system, the thickness of the transverse and longitudinal reinforcements, and the connection position of the upper mounting bracket and the anti-collision plate body are targetedly optimized, and the connection parts of the current front anti-collision system are locally strengthened according to the tearing position to ensure the balance between performance and lightweight of the front anti-collision system.
[0023] In conjunction with the second aspect, in one embodiment, the simulation analysis of the vehicle and the barrier includes:
[0024] The global equation is established using the stiffness matrix and load vector of each element according to the nodal degree of freedom: KU=F, where K is the total stiffness matrix, U is the displacement vector, and F is the total load vector;
[0025] Apply displacement constraints and external loads, use global equations to obtain node displacements, and then calculate strains and stresses;
[0026] Introducing the mass matrix M and the damping matrix C, the equation of motion is formed: In the formula is the first-order derivative of the displacement vector U, is the second-order derivative of the displacement vector U, and t is the time.
[0027] The continuous structure is divided into units of simple geometric shapes. For example, the units are tetrahedrons or hexahedrons. Each unit describes the displacement field through a shape function, and a local stiffness matrix K is established. e and the load vector F e , and then the stiffness matrix and load vector of each unit are used to establish a global equation according to the node degrees of freedom. Then, displacement constraints and external loads are applied at the fixed end, the motion equation is solved, the node displacement is obtained, and then the strain and stress are calculated. Finally, the mass matrix and damping matrix are introduced to be closer to the actual situation. The structural shape, material properties and load applied to the barrier of the front collision avoidance system are the main influencing factors of the finite element analysis.
[0028] In the third aspect, an embodiment of the present application provides a vehicle, which includes the above-mentioned front anti-collision system, fender mounting bracket and front end frame, the front anti-collision system includes an anti-collision plate body, an upper mounting bracket and a side mounting bracket, the anti-collision plate body includes a frame and transverse and longitudinal ribs arranged in a horizontal and vertical staggered manner, a plurality of the transverse ribs and a plurality of the longitudinal ribs are located in the frame, the front end faces of the plurality of the transverse ribs and the front end faces of the plurality of the longitudinal ribs are located in the same plane, the upper mounting bracket is installed on one side of the anti-collision plate body, and the side mounting bracket is installed on the other side of the anti-collision plate body; the fender mounting bracket is fixed to the upper mounting bracket; the front end frame is fixed to the side mounting bracket, and an anti-collision beam is installed at the front end of the front end frame, and the anti-collision beam partially overlaps with the anti-collision plate body front and back.
[0029] Wherein, the vehicle includes the front anti-collision system, the fender mounting bracket and the front end frame, the number of the plurality of transverse ribs and the number of the plurality of longitudinal ribs are set according to the strength of the anti-collision plate body, exemplarily, the plurality of transverse ribs are set to eight transverse ribs, the plurality of longitudinal ribs are set to six longitudinal ribs, the anti-collision plate body is arranged in a grid shape, and the front end faces of the plurality of transverse ribs and the front end faces of the plurality of longitudinal ribs are located in the same plane, thereby ensuring the overall strength of the anti-collision plate body without affecting the wind resistance of the front anti-collision system, the fender mounting bracket is bolted to the upper mounting bracket, and the front end frame is connected to the side The mounting bracket is bolted so that the front anti-collision system can be disassembled, which is beneficial to the mass production of the front anti-collision system and saves the mold opening cost caused by design changes. The upper end of the anti-collision plate body is fixed to the fender mounting bracket through the upper mounting bracket, and the left side of the anti-collision plate body is fixed to the front end frame through the side mounting bracket, and the anti-collision plate body and the anti-collision beam part overlap front and back, so that the anti-collision plate body is located between the anti-collision beam and the tire. During a collision, the front anti-collision system can support the anti-collision beam and retreat together, thereby increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. The calculation formula of the pressure P is: F is the contact force and A is the contact area. While keeping the contact force F unchanged, increasing the contact area A can reduce the pressure P, ensure the integrity and flatness of the barrier, and thus reduce the SD value.
[0030] The beneficial effects of the technical solutions provided in the embodiments of the present application include:
[0031] By using the upper mounting bracket to fix the anti-collision plate body to the fender mounting bracket, and using the side mounting bracket to fix the anti-collision plate body to the front end frame, the anti-collision plate body is located between the anti-collision beam and the tire. During a collision, the front anti-collision system supports the anti-collision beam and retreats together, increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. By setting the anti-collision plate body in a grid shape, the overall strength of the anti-collision plate body is guaranteed, which solves the technical problems in related technologies that under MPDB working conditions, the vehicle contacts the barrier vehicle, the anti-collision beam and other components squeeze part of the barrier to deform, and other un-squeezed areas are relatively intact, resulting in uneven force on the barrier, excessive local force, increased SD value, increased risk of barrier penetration, and excessive compatibility penalty. BRIEF DESCRIPTION OF THE DRAWINGS
[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.
[0033] Figure 1 A schematic diagram of the structure of a front collision avoidance system assembly provided in an embodiment of the present application;
[0034] Figure 2 A front view of a front collision avoidance system assembly provided in an embodiment of the present application;
[0035] Figure 3 A schematic structural diagram of a front collision avoidance system provided in an embodiment of the present application;
[0036] Figure 4 A front view of a front collision avoidance system provided in an embodiment of the present application;
[0037] Figure 5 A side view of a front collision avoidance system provided in an embodiment of the present application;
[0038] Figure 6 A schematic structural diagram of the upper mounting bracket provided in an embodiment of the present application;
[0039] Figure 7 This is a schematic diagram of the SD value results in the simulation analysis provided in the embodiment of the present application;
[0040] Figure 8 Schematic diagram of the finite element analysis results in the simulation analysis provided in the embodiment of the present application.
[0041] In the figure: 1. Anti-collision plate body; 11. Frame; 12. Horizontal ribs; 13. Longitudinal ribs; 2. Upper mounting bracket; 21. First reinforcement rib; 3. Side mounting bracket; 31. Second reinforcement rib; 4. Fender mounting bracket; 5. Front end frame; 6. Anti-collision beam. DETAILED DESCRIPTION
[0042] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.
[0043] The embodiments of the present application provide a front collision avoidance system, an optimization method, and a vehicle, which can solve the technical problems that, under MPDB conditions, a vehicle contacts a barrier vehicle, components such as the anti-collision beam squeeze part of the barrier and deform it, while other un-squeezed areas remain relatively intact, resulting in uneven force on the barrier, excessive local force, increased SD value, increased risk of barrier penetration, and excessively high compatibility penalty points.
[0044] See also Figure 1-3 As shown, an embodiment of the present application provides a front anti-collision system, which includes: an anti-collision plate body 1, an upper mounting bracket 2 and a side mounting bracket 3, the anti-collision plate body 1 includes a frame 11 and transverse ribs 12 and longitudinal ribs 13 arranged in a transverse and longitudinal manner, a plurality of the transverse ribs 12 and a plurality of the longitudinal ribs 13 are located in the frame 11, and the front end surfaces of the plurality of the transverse ribs 12 and the front end surfaces of the plurality of the longitudinal ribs 13 are located in the same plane; the upper mounting bracket 2 is installed on one side of the anti-collision plate body 1, and the side mounting bracket 3 is installed on the other side of the anti-collision plate body 1, the upper mounting bracket 2 is used to be fixed to the fender mounting bracket 4, and the side mounting bracket 3 is used to be fixed to the front end frame 5.
[0045] In this embodiment, the number of the plurality of transverse ribs 12 and the number of the plurality of longitudinal ribs 13 are set according to the strength of the anti-collision plate body 1. For example, the plurality of transverse ribs 12 are set to eight transverse ribs 12, and the plurality of longitudinal ribs 13 are set to six longitudinal ribs 13. The anti-collision plate body 1 is arranged in a grid shape, and the front end faces of the plurality of transverse ribs 12 and the front end faces of the plurality of longitudinal ribs 13 are located in the same plane, thereby ensuring the overall strength of the anti-collision plate body 1 without affecting the wind resistance of the front anti-collision system. The fender mounting bracket 4 is bolted to the upper mounting bracket 2, and the front end frame 5 is bolted to the upper mounting bracket 2. The side mounting bracket 3 is bolted to make the front anti-collision system detachable, which is beneficial to the mass production of the front anti-collision system and saves the mold opening cost caused by design changes. The upper end of the anti-collision plate body 1 is fixed to the fender mounting bracket 4 through the upper mounting bracket 2, and the left side of the anti-collision plate body 1 is fixed to the front end frame 5 through the side mounting bracket 3, so that the anti-collision plate body 1 is located between the anti-collision beam 6 and the tire. During the collision, the front anti-collision system can support the anti-collision beam 6 and retreat together, increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. The calculation formula of the pressure P is: F is the contact force and A is the contact area. While keeping the contact force F unchanged, increasing the contact area A can reduce the pressure P, ensure the integrity and flatness of the barrier, and thus reduce the SD value.
[0046] In this embodiment, the upper mounting bracket 2 is used to fix the anti-collision plate body 1 to the fender mounting bracket 4, and the side mounting bracket 3 is used to fix the anti-collision plate body 1 to the front end frame 5, so that the anti-collision plate body 1 is located between the anti-collision beam 6 and the tire. During the collision, the front anti-collision system supports the anti-collision beam 6 and retreats together, thereby increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. By setting the anti-collision plate body 1 in a grid shape, the overall strength of the anti-collision plate body 1 is ensured, and the technical problems in the related art that under the MPDB working condition, the vehicle contacts the barrier vehicle, the anti-collision beam 6 and other components squeeze part of the barrier to deform, and other un-squeezed areas are relatively intact, resulting in uneven force on the barrier, excessive local force, increased SD value, increased risk of barrier penetration, and excessive compatibility penalty are solved.
[0047] Further, see Figure 3 、 Figure 4 and Figure 6 As shown, in some embodiments, a plurality of first reinforcing ribs 21 are provided in the upper mounting bracket 2 , and the front end surfaces of the first reinforcing ribs 21 and the front end surfaces of the longitudinal ribs 13 are located in the same plane.
[0048] In this embodiment, the front end face of the first reinforcing rib 21 and the front end face of the longitudinal rib 13 are located in the same plane, further enhancing the strength of the front anti-collision system and avoiding thickening of the reinforcing rib. Demonstratively, the projection of the first reinforcing rib 21 on the frame 11 and the projection of the longitudinal rib 13 on the frame 11 coincide with each other, so that the load on the upper mounting bracket 2 is directly transmitted to the longitudinal rib 13 through the first reinforcing rib 21, avoiding local stress concentration between the upper mounting bracket 2 and the anti-collision plate body 1 and causing stress damage. The side mounting bracket 3 is provided with multiple second reinforcing ribs 31, and the projection of the second reinforcing rib 31 on the frame 11 and the projection of the transverse rib 12 on the frame 11 coincide with each other, so that the load on the side mounting bracket 3 is directly transmitted to the transverse rib 12 through the second reinforcing rib 31, avoiding local stress concentration between the side mounting bracket 3 and the anti-collision plate body 1 and causing stress damage.
[0049] Further, see Figure 1-3 As shown, in some embodiments, the anti-collision plate body 1, the upper mounting bracket 2 and the side mounting bracket 3 are all made of polypropylene material and are integrally formed.
[0050] In this embodiment, exemplarily, the anti-collision plate body 1, the upper mounting bracket 2 and the side mounting bracket 3 are all made of PP-LGF30 (30% long glass fiber reinforced polypropylene), and the front anti-collision system adopts composite materials, which effectively reduces the weight of parts compared to metal materials, making the front anti-collision system lightweight while ensuring its due strength.
[0051] Further, see Figure 3 and Figure 4 As shown, in some embodiments, the thickness of the transverse ribs 12 and the thickness of the longitudinal ribs 13 are both set to 2-3 mm.
[0052] In this embodiment, the thickness of the transverse rib 12 and the thickness of the longitudinal rib 13 can be set to 2-3 mm. Preferably, the thickness of the transverse rib 12 and the thickness of the longitudinal rib 13 are both set to 2.5 mm, ensuring that the anti-collision plate body 1 meets the MPDB regulatory requirements while reducing costs.
[0053] Further, see Figure 3-5 As shown, in some embodiments, the length of the frame 11 is set to 300-320 mm, the width of the frame 11 is set to 250-260 mm, and the thickness of the frame 11 is set to 60-80 mm.
[0054] In this embodiment, the length of the frame 11 can be set to 300-320 mm, the width of the frame 11 can be set to 250-260 mm, and the thickness of the frame 11 can be set to 60-80 mm. Preferably, the length of the frame 11 is set to 309 mm, the width of the frame 11 is set to 256 mm, and the thickness of the frame 11 is set to 70 mm, thereby ensuring the effect of the frame 11 while reducing the occupied space.
[0055] Further, see Figure 3 and Figure 6 As shown, in some embodiments, the four corners of the frame 11, the protruding parts of the upper mounting bracket 2 and the side mounting bracket 3 are all configured as rounded corners.
[0056] In this embodiment, the four corners of the frame 11, the protruding parts of the upper mounting bracket 2 and the side mounting bracket 3 are all set to be rounded to prevent the sharp parts of the front collision avoidance system from damaging the barrier, further increasing the SD value.
[0057] Further, see Figure 3 、 Figure 5 and Figure 6 As shown, in some embodiments, the upper mounting bracket 2 is configured to be arc-shaped.
[0058] In this embodiment, the upper mounting bracket 2 is configured to be arc-shaped to reduce the impact of the anti-collision plate body 1 on surrounding parts.
[0059] See also Figure 1 、 Figure 7 and Figure 8 As shown, an embodiment of the present application provides an optimization method for a front collision avoidance system, which includes the following steps:
[0060] A MPDB crash test is simulated to analyze the vehicle and barrier. The feasibility of the front collision avoidance system optimization scheme is determined based on the SD value within the evaluation area and whether the front collision avoidance system is torn. The front collision avoidance system is then optimized based on the distribution of barrier intrusion and the tearing condition of the front collision avoidance system.
[0061] In this embodiment, the SD value is simulated according to the MPDB regulations, and different colors in the observation cloud map represent different intrusion amounts of the barrier. When the color difference in the observation cloud map within the evaluation area is large, the SD value of the current front anti-collision system is large, and the optimization scheme of the current front anti-collision system is not feasible. When the finite element analysis results show that the current front anti-collision system is torn, the structure of the current front anti-collision system is unstable. In the formal test, the risk of the current front anti-collision system tearing and flying out is high. According to the tearing position and tearing form, the shape of the current front anti-collision system, the thickness of the transverse ribs 12 and the longitudinal ribs 13, and the connection position of the upper mounting bracket 2 and the anti-collision plate body 1 are targetedly optimized, and the connection parts of the current front anti-collision system are locally strengthened according to the tearing position to ensure the balance between performance and lightweight of the front anti-collision system.
[0062] Furthermore, in some embodiments, the simulation analysis of the vehicle and the barrier includes:
[0063] Step 1: Establish a global equation using the stiffness matrix and load vector of each unit according to the node degrees of freedom: KU=F, where K is the total stiffness matrix, U is the displacement vector, and F is the total load vector.
[0064] Step 2: Apply displacement constraints and external loads, use global equations to obtain node displacements, and then calculate strains and stresses.
[0065] Step 3: Introduce the mass matrix M and damping matrix C to form the equation of motion: In the formula is the first-order derivative of the displacement vector U, is the second-order derivative of the displacement vector U, and t is the time.
[0066] In this embodiment, the continuous structure is divided into units of simple geometric shapes. For example, the units are tetrahedrons or hexahedrons. Each unit describes the displacement field through a shape function, and a local stiffness matrix K is established. e and the load vector F e , and then the stiffness matrix and load vector of each unit are used to establish a global equation according to the node degrees of freedom. Then, displacement constraints and external loads are applied at the fixed end, the motion equation is solved, the node displacement is obtained, and then the strain and stress are calculated. Finally, the mass matrix and damping matrix are introduced to be closer to the actual situation. The structural shape, material properties and load applied to the barrier of the front collision avoidance system are the main influencing factors of the finite element analysis.
[0067] An embodiment of the present application provides a vehicle, which includes the above-mentioned front anti-collision system, a fender mounting bracket 4 and a front end frame 5, the front anti-collision system includes an anti-collision plate body 1, an upper mounting bracket 2 and a side mounting bracket 3, the anti-collision plate body 1 includes a frame 11 and transverse ribs 12 and longitudinal ribs 13 arranged in a horizontal and vertical staggered manner, a plurality of the transverse ribs 12 and a plurality of the longitudinal ribs 13 are located in the frame 11, the front end faces of the plurality of the transverse ribs 12 and the front end faces of the plurality of the longitudinal ribs 13 are located in the same plane, the upper mounting bracket 2 is installed on one side of the anti-collision plate body 1, and the side mounting bracket 3 is installed on the other side of the anti-collision plate body 1; the fender mounting bracket 4 is fixed to the upper mounting bracket 2; the front end frame 5 is fixed to the side mounting bracket 3, and an anti-collision beam 6 is installed at the front end of the front end of the front frame 5, and the anti-collision beam 6 partially overlaps with the anti-collision plate body 1 front and back.
[0068] In this embodiment, the vehicle includes the front anti-collision system, the fender mounting bracket 4 and the front end frame 5. The number of the plurality of transverse ribs 12 and the number of the plurality of longitudinal ribs 13 are set according to the strength of the anti-collision plate body 1. For example, the plurality of transverse ribs 12 are set to eight transverse ribs 12, and the plurality of longitudinal ribs 13 are set to six longitudinal ribs 13. The anti-collision plate body 1 is arranged in a grid shape, and the front end faces of the plurality of transverse ribs 12 and the front end faces of the plurality of longitudinal ribs 13 are located in the same plane, thereby ensuring the overall strength of the anti-collision plate body 1 without affecting the wind resistance of the front anti-collision system. The fender mounting bracket 4 is bolted to the upper mounting bracket 2, and the front end frame The frame 5 is bolted to the side mounting bracket 3, so that the front anti-collision system is detachable, which is beneficial to the mass production of the front anti-collision system and saves the mold opening cost caused by design changes. The upper end of the anti-collision plate body 1 is fixed to the fender mounting bracket 4 through the upper mounting bracket 2, and the left side of the anti-collision plate body 1 is fixed to the front end frame 5 through the side mounting bracket 3, and the anti-collision plate body 1 and the anti-collision beam 6 partially overlap front and back, so that the anti-collision plate body 1 is located between the anti-collision beam 6 and the tire. During the collision, the front anti-collision system can support the anti-collision beam 6 and retreat together, increasing the contact area between the vehicle body and the MPDB barrier vehicle and reducing the SD value. The calculation formula of the pressure P is F is the contact force and A is the contact area. While keeping the contact force F unchanged, increasing the contact area A can reduce the pressure P, ensure the integrity and flatness of the barrier, and thus reduce the SD value.
[0069] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.
[0070] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.
[0071] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.
Claims
1. A front collision avoidance system, characterized in that: It includes: A collision plate body (1), the collision plate body (1) comprising a frame (11) and transverse ribs (12) and longitudinal ribs (13) arranged in a transverse and longitudinal staggered manner, a plurality of the transverse ribs (12) and a plurality of the longitudinal ribs (13) being located within the frame (11), and front ends of the plurality of the transverse ribs (12) and front ends of the plurality of the longitudinal ribs (13) being located in the same plane; An upper mounting bracket (2) and a side mounting bracket (3), wherein the upper mounting bracket (2) is mounted on one side of the anti-collision plate body (1), and the side mounting bracket (3) is mounted on the other side of the anti-collision plate body (1), the upper mounting bracket (2) is used to be fixed to the fender mounting bracket (4), and the side mounting bracket (3) is used to be fixed to the front end frame (5).
2. The front collision avoidance system according to claim 1, wherein: A plurality of first reinforcing ribs (21) are provided in the upper mounting bracket (2), and the front end surfaces of the first reinforcing ribs (21) and the front end surfaces of the longitudinal ribs (13) are located in the same plane.
3. The front collision avoidance system according to claim 1, wherein: The anti-collision plate body (1), the upper mounting bracket (2) and the side mounting bracket (3) are all made of polypropylene material and are integrally formed.
4. The front collision avoidance system according to claim 1, wherein: The thickness of the transverse reinforcement (12) and the thickness of the longitudinal reinforcement (13) are both set to 2-3 mm.
5. The front collision avoidance system according to claim 1, wherein: The length of the frame (11) is set to 300-320 mm, the width of the frame (11) is set to 250-260 mm, and the thickness of the frame (11) is set to 60-80 mm.
6. The front collision avoidance system according to claim 1, wherein: The four corners of the frame (11), the protruding parts of the upper mounting bracket (2) and the side mounting bracket (3) are all configured as rounded corners.
7. The front collision avoidance system according to claim 1, wherein: The upper mounting bracket (2) is configured to be arc-shaped.
8. A method for optimizing a front collision avoidance system, characterized in that: It includes the following steps: A MPDB crash test is simulated to analyze the vehicle and barrier. The feasibility of the front collision avoidance system optimization scheme is determined based on the SD value within the evaluation area and whether the front collision avoidance system is torn. The front collision avoidance system is then optimized based on the distribution of barrier intrusion and the tearing condition of the front collision avoidance system.
9. The optimization method according to claim 8, wherein: The simulation analysis of the vehicle and the barrier includes: The global equation is established using the stiffness matrix and load vector of each element according to the nodal degree of freedom: KU=F, where K is the total stiffness matrix, U is the displacement vector, and F is the total load vector; Apply displacement constraints and external loads, use global equations to obtain node displacements, and then calculate strains and stresses; Introducing the mass matrix M and the damping matrix C, the equation of motion is formed: In the formula is the first-order derivative of the displacement vector U, is the second-order derivative of the displacement vector U, and t is the time.
10. A vehicle, characterized in that: The vehicle comprises a front collision avoidance system according to any one of claims 1 to 7, wherein the front collision avoidance system comprises a collision plate body (1), an upper mounting bracket (2) and a side mounting bracket (3), The anti-collision plate body (1) comprises a frame (11) and transverse ribs (12) and longitudinal ribs (13) arranged in a transverse and longitudinal staggered manner, a plurality of the transverse ribs (12) and a plurality of the longitudinal ribs (13) are located in the frame (11), and the front ends of the plurality of the transverse ribs (12) and the front ends of the plurality of the longitudinal ribs (13) are located in the same plane. The upper mounting bracket (2) is mounted on one side of the anti-collision plate body (1), and the side mounting bracket (3) is mounted on the other side of the anti-collision plate body (1); a fender mounting bracket (4), wherein the fender mounting bracket (4) is fixed to the upper mounting bracket (2); A front end frame (5) is fixed to the side mounting bracket (3); a front end of the front end frame (5) is provided with an anti-collision beam (6); and the anti-collision beam (6) partially overlaps with the anti-collision plate body (1) front and back.