Vehicle collision development method, device, equipment, storage medium and computer program product

Abstract

The invention discloses a vehicle collision development method, device and equipment, a storage medium and a computer program product, and relates to the technical field of vehicle safety, and the method comprises the steps: optimizing and simplifying a corresponding initial collision waveform when a vehicle is collided, and obtaining a target waveform; determining an energy absorption space of the vehicle and a collision crushing force corresponding to the energy absorption space according to the target waveform, and decomposing the collision crushing force into a target section force; and determining a target whole vehicle structure of the vehicle according to the energy absorption space and the target section force, and performing collision development on the vehicle based on the target whole vehicle structure. According to the method, the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space are determined according to the target waveform obtained after the initial collision waveform is optimized, then the collision crushing force is decomposed downwards step by step into the target section force, and finally the energy absorption space and the target section force are attributed to the whole vehicle structure. And the defect of repeated iterative attempts in analysis of a traditional method is avoided, so that the vehicle collision development efficiency is greatly improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety technology, and in particular to a vehicle collision development method, apparatus, device, storage medium, and computer program product. Background Art

[0002] In vehicle frontal collision safety development, a common development approach is to build preliminary data based on the cross-sectional dimensions, materials, and thickness of the reference vehicle's frontal collision force transmission path according to its own layout. CAE (Computer Aided Engineering) is then used to conduct frontal collision analysis and restraint system matching analysis. The vehicle's frontal collision performance is evaluated by analyzing collision animations, deformations, and other factors. Multiple rounds of iterative optimization are then conducted to address issues identified in the analysis, ultimately determining a relatively optimal design solution. This approach, in essence, still remains grounded in the basic vehicle framework and is a reverse trial-and-error development and verification method. Because this method requires repeated iterations of CAE analysis, the development cycle is relatively long. Summary of the Invention

[0003] The main purpose of this application is to provide a vehicle collision development method, device, equipment, storage medium and computer program product, aiming to solve the technical problem of the long cycle of existing vehicle collision development methods.

[0004] To achieve the above objectives, the present application provides a vehicle collision development method, which includes the following steps:

[0005] Optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain the target waveform;

[0006] determining the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decomposing the collision crushing force into a target cross-sectional force;

[0007] A target vehicle structure of the vehicle is determined according to the energy absorption space and the target cross-sectional force, and collision development of the vehicle is performed based on the target vehicle structure.

[0008] In one embodiment, the step of optimizing and simplifying the initial collision waveform corresponding to the vehicle collision to obtain the target waveform includes:

[0009] Constructing a simulation model corresponding to the vehicle according to basic parameters of the vehicle, and determining an initial collision waveform of the vehicle through the simulation model;

[0010] An objective function is constructed with the minimum injury suffered by the occupant when the vehicle collides as a target condition, the initial collision waveform is optimized according to the objective function, and the optimized waveform is simplified into a target waveform.

[0011] In one embodiment, the step of constructing an objective function with the goal of minimizing the injuries suffered by the occupants when the vehicle collides comprises:

[0012] determining the first waveform height and the second waveform height based on the objective condition of minimizing the injuries suffered by the occupants in the event of a collision of the vehicle;

[0013] constructing an objective function based on the first waveform height and the second waveform height;

[0014] Among them, the first waveform height and the second waveform height respectively represent the equivalent waveform heights corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain and squeezing the space behind the powertrain during a collision, and the first waveform height is less than or equal to the second waveform height.

[0015] In one embodiment, the step of determining the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform includes:

[0016] constructing an energy absorption inequality corresponding to the front cabin of the vehicle when the vehicle collides according to the target waveform;

[0017] The energy absorption space of the vehicle is determined based on the energy absorption inequality, and the collision crushing force corresponding to the energy absorption space is calculated according to the size of the energy absorption space and the vehicle mass.

[0018] In one embodiment, the step of decomposing the collision crushing force into a target cross-sectional force comprises:

[0019] determining, based on a preset crushing trend of the vehicle, a load distribution ratio corresponding to each force transmission path in the energy absorption space when the vehicle collides;

[0020] The collision crushing force is decomposed according to the load distribution ratio to obtain a target cross-sectional force.

[0021] In one embodiment, the step of determining the target vehicle structure according to the energy absorption space and the target cross-sectional force includes:

[0022] calculating a theoretical crushing force corresponding to the initial structure of the vehicle according to the energy absorption space, and comparing the target cross-sectional force with the theoretical crushing force;

[0023] If the target cross-sectional force matches the theoretical crushing force, the initial structure of the vehicle is used as the target complete vehicle structure of the vehicle;

[0024] If the target cross-sectional force does not match the theoretical crushing force, the initial structure of the vehicle is corrected, and the corrected initial structure is used as the target vehicle structure.

[0025] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle collision development device, which includes:

[0026] The waveform optimization module is used to optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain the target waveform;

[0027] a force decomposition module, configured to determine the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decompose the collision crushing force into a target cross-sectional force;

[0028] A collision development module is used to determine a target vehicle structure of the vehicle according to the energy absorption space and the target cross-sectional force, and to perform collision development on the vehicle based on the target vehicle structure.

[0029] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle collision development device, which includes: a memory, a processor, and a vehicle collision development program stored in the memory and executable on the processor, wherein the vehicle collision development program is configured to implement the steps of the vehicle collision development method described above.

[0030] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and stores a vehicle collision development program. When the vehicle collision development program is executed by a processor, the steps of the vehicle collision development method described above are implemented.

[0031] In addition, to achieve the above objectives, the present invention also provides a computer program product, which includes a vehicle collision development program. When the vehicle collision development program is executed by a processor, the steps of the vehicle collision development method described above are implemented.

[0032] The present application optimizes and simplifies the initial collision waveform corresponding to a vehicle collision to obtain a target waveform; determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the target waveform, and decomposes the collision crushing force into a target cross-sectional force; determines the target vehicle structure based on the energy absorption space and the target cross-sectional force, and performs collision development on the vehicle based on the target vehicle structure. The above method of the present application optimizes the initial collision waveform corresponding to a vehicle collision at the initial stage of vehicle design, and determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the optimized target waveform, and then decomposes the collision crushing force step by step into target cross-sectional forces, and finally attributes the energy absorption space and target cross-sectional force to the vehicle structure, avoiding the technical drawbacks of traditional methods that require repeated iterative attempts through computer-aided engineering analysis, thereby greatly improving the efficiency of vehicle collision development. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0034] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0035] Figure 1 This is a flow chart of the first embodiment of the vehicle collision development method of the present application;

[0036] Figure 2 A schematic diagram of the front cabin energy absorption space of the vehicle collision development method of this application;

[0037] Figure 3 This is a flow chart of a second embodiment of the vehicle collision development method of the present application;

[0038] Figure 4 A schematic diagram of the target waveform of the vehicle collision development method of this application;

[0039] Figure 5 This is a flow chart of a third embodiment of the vehicle collision development method of the present application;

[0040] Figure 6 A schematic diagram of the load distribution ratio corresponding to the force transmission path in the vehicle collision development method of this application;

[0041] Figure 7 A schematic diagram of the crushing force-displacement curve corresponding to crushing a thin-walled beam in the vehicle collision development method of this application;

[0042] Figure 8 This is a structural block diagram of the first embodiment of the vehicle collision development device of this application;

[0043] Figure 9 This is a schematic diagram of the structure of the vehicle collision development equipment in the hardware operating environment involved in the embodiment of the present application.

[0044] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0045] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not intended to limit the present application.

[0046] It should be noted that the execution subject of the embodiments of the present application can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of performing the above functions, such as the above-mentioned vehicle collision development device. The following embodiments are described below using the vehicle collision development device as an example.

[0047] The present application embodiment provides a vehicle collision development method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle collision development method of the present application.

[0048] In this embodiment, the vehicle collision development method includes the following steps:

[0049] Step S1: Optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain a target waveform.

[0050] It is understood that the initial collision waveform can be the unprocessed collision deceleration waveform corresponding to the vehicle collision, and the target waveform can be a waveform optimized to minimize occupant injuries during a vehicle collision. Specifically, after optimizing the initial collision waveform, the resulting optimized waveform remains similar to the initial collision waveform, typically exhibiting multi-peak, oscillatory characteristics. Therefore, the optimized waveform can also be simplified to obtain the target waveform. Specifically, because vehicle collision is a highly nonlinear dynamic process, collision waveforms typically exhibit multi-peak, oscillatory characteristics, making them difficult to directly use for engineering analysis and evaluation. Therefore, to facilitate design, simulation, and experimental verification, this embodiment simplifies the originally complex collision waveform (i.e., the optimized waveform) into a quantifiable and repeatable equivalent double-step deceleration waveform. The equivalent double-step deceleration waveform is a simplified model used to describe the deceleration changes during a vehicle collision. It abstracts the complex collision deceleration curve into two "step" stages with specific characteristics, allowing for a more intuitive and efficient analysis of the impact of the collision process on the vehicle structure and occupant safety.

[0051] In a specific implementation, a dual-step waveform simplification method can be used to simplify the optimized waveform to obtain the target waveform. More specifically, the dual-step waveform simplification method can be used to simplify the optimized waveform into two main stages, facilitating analysis of the occupant restraint system response and occupant injury. For example, the first stage can correspond to the initial crushing of the vehicle's front structure, while the second stage can correspond to the subsequent continuous deformation.

[0052] Step S2: determining the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decomposing the collision crushing force into target cross-sectional forces.

[0053] It should be noted that the above energy absorption space may include the energy absorption space of the vehicle's front cabin structure. Figure 2 , Figure 2 This is a schematic diagram of the front cabin energy absorption space diagram of the vehicle collision development method of this application. Figure 2 In the data, the energy absorption space of the front cabin structure of the vehicle includes two parts, D1 and D2. D1 is the front energy absorption space of the powertrain (corresponding to the space from the front end of the powertrain to the front anti-collision beam), and D2 is the rear energy absorption space of the powertrain (corresponding to the space from the rear end of the powertrain to the firewall). Passenger compartment intrusion means that if the energy absorption space of the front cabin structure of the vehicle fails to completely absorb energy when a vehicle collides, external components (such as engine, wheels, etc.) or the body structure may squeeze the corresponding intrusion part into the passenger compartment.

[0054] It should be understood that the above-mentioned collision crushing force is used to evaluate the energy absorption capacity of the energy-absorbing space during a collision, and it reflects the average load level that the energy-absorbing space bears during the crushing process. Specifically, the collision crushing force refers to the average crushing force per unit deformation of the vehicle's energy-absorbing structure (such as the front longitudinal beam, energy-absorbing box, etc.) when it is crushed and deformed during a collision. The average crushing force is directly related to parameters such as the cross-sectional form, material type, and thickness of the longitudinal beam structure. For example, the average crushing force of the front longitudinal beam represents the steady-state result of its crushing force during the entire collision process, which can reflect the average level of energy absorption by the structure.

[0055] In a specific implementation, this embodiment can decompose the collision crushing force according to the law of conservation of energy, thereby obtaining the target cross-sectional force to further determine the specific force conditions of each part in the energy absorption space.

[0056] Step S3: determining a target vehicle structure of the vehicle according to the energy absorption space and the target cross-sectional force, and performing collision development on the vehicle based on the target vehicle structure.

[0057] It should be noted that the above-mentioned target vehicle structure may include longitudinal beams, energy absorption boxes, calf supports, subframes and other structures, which are not limited in this embodiment.

[0058] In the specific implementation, after the energy absorption space and target cross-sectional force are determined, the detailed data of the main force transmission path of the vehicle can be designed based on the energy absorption space and target cross-sectional force to obtain the target vehicle structure. Then, the finite element analysis of the vehicle's frontal collision is carried out based on the target vehicle structure to verify the achievement of the vehicle's target waveform and intrusion amount.

[0059] This embodiment optimizes and simplifies the initial collision waveform corresponding to a vehicle collision to obtain a target waveform; determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the target waveform, and decomposes the collision crushing force into a target cross-sectional force; determines the target vehicle structure based on the energy absorption space and the target cross-sectional force, and performs collision development on the vehicle based on the target vehicle structure. The above method of this embodiment optimizes the initial collision waveform corresponding to a vehicle collision at the initial stage of vehicle design, and determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the optimized target waveform, and then decomposes the collision crushing force step by step into target cross-sectional forces, and finally attributes the energy absorption space and target cross-sectional force to the vehicle structure, avoiding the technical drawbacks of traditional methods that require repeated iterative attempts through computer-aided engineering analysis, thereby greatly improving the efficiency of vehicle collision development.

[0060] refer to Figure 3 , Figure 3 This is a flow chart of the second embodiment of the vehicle collision development method of the present application.

[0061] In a feasible implementation, step S1 may include:

[0062] Step S11: constructing a simulation model corresponding to the vehicle according to basic parameters of the vehicle, and determining an initial collision waveform of the vehicle through the simulation model.

[0063] It should be noted that the above-mentioned basic parameters may include the vehicle's interior styling boundaries, seat and seatbelt hardpoint locations, seatbelt parameters, airbag parameters, etc., and this embodiment does not impose any limitations on this. The above-mentioned simulation model may be a parameterized simulation model corresponding to the vehicle restraint system, used to simulate and analyze the performance of occupant restraint systems (such as seatbelts, airbags, seats, etc.) during a vehicle collision. The core of the simulation model is to quantify the dynamic relationship between the restraint system's design variables and occupant injury indicators through mathematical equations and adjustable parameters, thereby optimizing the design of the safety system.

[0064] In a specific implementation, a dummy model representing the occupant can be placed in the simulation model. The actual measured or designed collision waveform can be used as the acceleration field of the simulation model through simulation software to simulate the deceleration environment of the entire vehicle. The simulation model is then run to simulate the interaction between the occupant and the restraint system during the collision process. Finally, data from the simulation process (such as deceleration, time, displacement, occupant injury value, etc.) is collected to obtain the above-mentioned initial collision waveform.

[0065] Step S12: constructing an objective function with the goal of minimizing the injuries suffered by the occupants when the vehicles collide, optimizing the initial collision waveform according to the objective function, and simplifying the optimized waveform into a target waveform.

[0066] In a specific implementation, a relationship between target variables can be constructed based on the data collected during the simulation. This relationship can then be converted into the aforementioned objective function, with the objective condition of minimizing occupant injuries in the event of a vehicle collision. Target variables may include, but are not limited to, deceleration, time, and displacement.

[0067] Furthermore, since the target waveform can be considered an equivalent form of the optimized waveform, to ensure that the target waveform accurately reflects the vehicle's deceleration, the existing characteristics of the simplified target waveform cannot deviate from the original characteristics of the optimized waveform. Specifically, the target waveform and the optimized waveform must meet the following three equivalence conditions: Condition 1: The simplified double-step equivalent waveform segment D1 is spatially equivalent, meaning that the crush displacement of the powertrain and barrier is the same at time t1, when the powertrain contacts the barrier; Condition 2: The maximum dynamic crush displacement of the two is equal, meaning that the total crush displacement of the two is the same at time t2, when the vehicle rebounds; and Condition 3: The velocity change of the two is equal throughout the collision process.

[0068] In a feasible implementation, step S12 may include:

[0069] Step S121 : determining the first waveform height and the second waveform height based on the target condition of minimizing the injuries suffered by the occupants when the vehicle collides.

[0070] Step S122: constructing an objective function based on the first waveform height and the second waveform height.

[0071] Among them, the first waveform height and the second waveform height respectively represent the equivalent waveform heights corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain and squeezing the space behind the powertrain during a collision, and the first waveform height is less than or equal to the second waveform height.

[0072] It is understandable that the above objective function can be constructed as follows:

[0073]

[0074] Among them, Min WIC is the minimum injury value of the dummy, HIC 36 、A 3ms is the dummy head injury value, C 3ms 、C def is the chest damage value, N ij is the neck injury value, F fl 、F fr are the injury values ​​for the left and right thighs, the denominators 1000, 80, 60, 42, and 9.07 correspond to the industry-specific limits for their respective injury values, and w1, w2, w3, and w4 are the injury weight coefficients for each part. In addition, the objective function has the following constraints:

[0075] HIC 36 <1000; A 3ms <80;C 3ms <60; C def <42; N ij <1; F fr <9.07.

[0076] In the specific implementation, the deceleration step height parameters G1 and G2 can be set as the main parameters for optimization, and the optimization objective function is defined as the minimum normalized weighted damage value of each part of the dummy. In order to ensure that the crush order of the vehicle during a collision is from front to back, G1≤G2 is required, where G1 represents the equivalent waveform height corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain during a collision (i.e., the first waveform height mentioned above), and G2 represents the equivalent waveform height corresponding to the deceleration caused by the vehicle squeezing the space behind the powertrain during a collision (i.e., the second waveform height mentioned above). For details, please refer to Figure 4 , Figure 4 Schematic diagram of the target waveform of the vehicle collision development method of this application. Figure 4 Two target waveform examples are given: a dual-step deceleration-time (Gt) waveform and a deceleration-displacement (GS) waveform. a, b, c, and d are the upper and lower limits for the deceleration step optimization. t1 represents the moment of contact between the powertrain and the barrier during a vehicle collision, t2 represents the moment of rebound during a collision, D1 represents the front energy absorption space of the powertrain, k1 represents the corresponding crush efficiency of the front energy absorption space, and D1*k1 represents the corresponding crush volume of the front energy absorption space. The independent variables G1∈[a,b] and G2∈[c,d] are G1≤G2.

[0077] After determining the objective function, constraints, and independent variables, the initial collision waveform can be optimized based on the objective function. Specifically, optimization software can be used to solve for G1 and G2, which minimize the dummy's comprehensive injury value, while satisfying the objective function, constraints, and independent variables. The waveforms corresponding to G1 and G2 are then used as the target waveforms for the vehicle collision design. The optimized waveform is then simplified using a dual-step waveform simplification method. The basic idea is to correspond the crushing force of the front and rear energy-absorbing spaces of the powertrain to the two stages of the collision deceleration waveform: the first stage compresses the front energy-absorbing space D1 of the powertrain, corresponding to the deceleration equivalent waveform height G1; the second stage compresses the rear space D2 of the powertrain, corresponding to the deceleration equivalent waveform height G2.

[0078] This embodiment constructs a simulation model corresponding to the vehicle based on the basic parameters of the vehicle, and determines the initial collision waveform of the vehicle through the simulation model; constructs an objective function with the goal of minimizing the injuries suffered by the occupants when the vehicle collides, optimizes the initial collision waveform based on the objective function, and simplifies the optimized waveform into a target waveform; determines a first waveform height and a second waveform height with the goal of minimizing the injuries suffered by the occupants when the vehicle collides; constructs an objective function based on the first waveform height and the second waveform height; wherein the first waveform height and the second waveform height respectively represent the equivalent waveform heights corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain and squeezing the space behind the powertrain when colliding, and the first waveform height is less than or equal to the second waveform height. The above-mentioned method of this embodiment constructs an objective function by considering the injuries suffered by occupants in a collision at the initial stage of vehicle design, thereby determining the target waveform corresponding to the ideal vehicle body collision design and development based on the objective function, so as to more intuitively and efficiently analyze the impact of the collision process on the vehicle structure and occupant safety; at the same time, the two energy absorption spaces in front and behind the powertrain are corresponded to the two stages of the vehicle collision deceleration waveform, thereby providing the main optimization parameters of the first waveform height and the second waveform height for the subsequent optimization process of the initial collision waveform.

[0079] refer to Figure 5 , Figure 5 This is a flow chart of the third embodiment of the vehicle collision development method of the present application.

[0080] In a feasible implementation, step S2 may include:

[0081] Step S21: constructing an energy absorption inequality corresponding to the front cabin of the vehicle when the vehicle collides based on the target waveform.

[0082] It should be understood that according to the law of conservation of energy, the work done by the collision force on the crushing deformation displacement is equal to the initial kinetic energy of the entire vehicle. Therefore, to ensure that the deformation of the passenger compartment is as small as possible, the front cabin energy absorption must meet sufficient energy absorption conditions. Based on this, the energy absorption inequality corresponding to the vehicle's front cabin during a collision can be constructed as follows:

[0083]

[0084] Where M is the vehicle mass, G1 is the first wave height, G2 is the second wave height, D1 is the space from the front end of the powertrain to the front anti-collision beam in the front cabin, and D2 is the space from the rear end of the powertrain to the firewall. k1 and k2 are the crushing efficiencies in D1 and D2, and the calculation formula is: k = (DD ′ ) / D, D is the original length of the thin-walled beam, D ′ is the length of the thin-walled beam after compaction. The crushing efficiency of the thin-walled beam is generally around 0.75-0.8. v0 is the initial collision velocity, and η is the ratio of the front cabin energy absorption to the total energy (also known as the front cabin energy absorption efficiency). The front cabin energy absorption efficiency is an empirical value that can be obtained by statistically analyzing the front cabin energy absorption ratio of existing models or benchmark vehicles with good safety performance. In the above second embodiment, the sizes of G1 and G2 have been optimized and solved. Therefore, the size of one of the energy absorption spaces, D1 or D2, is defined. The minimum size of the other energy absorption space can be determined by the above energy absorption inequality, thereby determining the total energy absorption space size of the front cabin D1 + D2.

[0085] Step S22: determining the energy absorption space of the vehicle based on the energy absorption inequality, and calculating the collision crushing force corresponding to the energy absorption space according to the size of the energy absorption space and the vehicle mass.

[0086] It should be understood that after determining the energy absorption space of the vehicle based on the energy absorption inequality, the collision crushing force corresponding to the energy absorption space (i.e., the overall average crushing force of the energy absorption space) can be calculated using Newton's second law. For example, the overall average crushing force of the energy absorption space D1 is F1 = MG i The overall average crushing force of the energy-absorbing space D2 is F2=MG2.

[0087] Step S23: determining the load distribution ratio corresponding to each force transmission path in the energy absorption space when the vehicle collides based on the preset crushing trend of the vehicle.

[0088] It is understood that, in order to minimize injuries to occupants during a vehicle collision, the preset crushing trend may be a step-by-step process starting from the front cabin structure and working backwards. The aforementioned force transmission path refers to the physical path by which collision energy is transferred from the collision contact point to the vehicle body structure and ultimately dispersed during a collision. The load distribution ratio refers to the percentage of the total collision force borne by each force transmission path during a collision. For example, if the front longitudinal beam of a vehicle bears 60% of the collision force, its load distribution ratio is 60%.

[0089] Step S24: Decomposing the collision crushing force according to the load distribution ratio to obtain a target cross-sectional force.

[0090] In the specific implementation, for the D1 section, since it involves the longitudinal beam, energy absorption box, calf support, and subframe, this area can be further subdivided into the energy absorption box and calf support section m, the longitudinal beam and subframe front end n, for details, please refer to Figure 6 , Figure 6 This is a schematic diagram of the load distribution ratio corresponding to the force transmission path in the vehicle collision development method of this application, where S1 to S11 represent different cross-sections in the vehicle, and percentage values ​​such as 65%, 35%, 60%, 30%, and 10% represent the load distribution ratio corresponding to each force transmission path. Figure 6 From the above, the m section is the low-speed collision zone, which mainly affects the economic impact of automobile collision repair. If its length is m and the crushing efficiency is k = 0.8, the cross-sectional force of the energy absorption box is designed according to the industry's standard for repair economy of 16km / h low-speed collision conditions. According to the law of conservation of energy, the work done by the collision crushing force on the crushing displacement is the total low-speed collision energy, so:

[0091]

[0092] Among them, E m Indicates the total energy of low-speed collision, F m It represents the crushing force corresponding to the m segment, M is the mass of the vehicle (kg), and can be obtained

[0093] The length of the crash box, m, is generally around 120-150mm. Therefore, once the length of the crash box is determined, the crushing force of the m-section can be calculated. The force of the m-section is mainly provided by the crash box and the calf support longitudinal beam. The cross-sectional force of the crash box is obtained by dividing it by the load distribution ratio of the crash box and the calf support: The total energy absorption of the D1 segment is: E1=F1*D1*k1. Considering that the low-speed collision is a unilateral force condition, the energy absorption of the full-width head-on collision n segment is E n =E1-2E m Similarly, the average crushing force F in the n-segment length can be calculated m , the force on one side is half of the resultant force, so according to the planned load path distribution ratio, the decomposition calculation can be continued to obtain Similarly, the overall average crushing force of the D2 segment is: F2 = MG2, where M is the mass of the vehicle. Further decomposition according to the load distribution ratio yields It should be noted that the target cross-sectional force obtained by decomposition calculation needs to meet the trend of increasing from front to back, so as to keep the order of crushing the main force transmission paths such as the longitudinal beam and subframe in the collision from front to back. If this trend is not met, the load distribution ratio on the force transmission path needs to be readjusted and the cross-sectional force decomposition calculation is repeated. The target cross-sectional force of the longitudinal beam connection section between D1 and D2 can be designed based on half of the sum of the adjacent cross-sectional forces to ensure stable front and rear crushing, that is: in, to Indicates the target section forces corresponding to sections S1 to S11 respectively.

[0094] In a feasible implementation, step S3 may include:

[0095] Step S31: Calculating a theoretical crushing force corresponding to the initial structure of the vehicle based on the energy absorption space, and comparing the target cross-sectional force with the theoretical crushing force.

[0096] In practice, the theoretical crushing force corresponding to the vehicle's initial structure can be calculated by combining the thin-walled beam theoretical formula calculation method with CAE (Computer Aided Engineering) analysis methods. For example, in the energy absorption space, for a common rectangular thin-walled beam structure, the empirical calculation formula for its theoretical crushing force can be:

[0097]

[0098] Among them, P m1 represents the theoretical crushing force of the rectangular thin-walled beam structure, b and d represent the rectangular side lengths of the rectangular thin-walled beam structure, t represents the material thickness corresponding to the rectangular thin-walled beam structure, and σ0 represents the material yield strength corresponding to the rectangular thin-walled beam structure.

[0099] Similarly, in the above energy absorption space, for common circular thin-walled beam structures, the empirical calculation formula for the theoretical crushing force can be:

[0100]

[0101] Among them, P m2 It represents the theoretical crushing force of the circular thin-walled beam structure, t is the wall thickness of the circular thin-walled beam structure, and D is the diameter of the circular thin-walled beam structure.

[0102] Furthermore, the CAE analysis method is to conduct a crush analysis by building a thin-walled beam crush model of the designed section and output the crush force-displacement curve. For details, please refer to Figure 7 , Figure 7 This is a schematic diagram of the crushing force-displacement curve corresponding to the crushing of a thin-walled beam in the vehicle collision development method of this application. The average crushing force is calculated by removing the compaction segment data in the crushing force-displacement curve, then integrating the crushing force-displacement curve to obtain the energy absorption; finally, the energy absorption is divided by the crushing displacement to obtain the above theoretical crushing force. Figure 7 In the figure, F represents the crushing force, S represents the displacement, Pm represents the average crushing force (i.e. the theoretical crushing force mentioned above), the area enclosed by the curve excluding the compaction section and the coordinate axis represents the energy absorption value corresponding to the thin-walled beam, D represents the original length of the thin-walled beam, D ′ It indicates the length of the thin-walled beam after being compacted due to the crushing force.

[0103] Step S32: If the target cross-sectional force matches the theoretical crushing force, the initial structure of the vehicle is used as the target complete vehicle structure of the vehicle.

[0104] Step S33: If the target cross-sectional force does not match the theoretical crushing force, the initial structure of the vehicle is corrected, and the corrected initial structure is used as the target vehicle structure.

[0105] In a specific implementation, the above-mentioned target section force obtained by decomposition can be compared with the above-mentioned theoretical crushing force obtained by analysis: if the target section force matches the theoretical crushing force, it indicates that the initial structure of the vehicle at this time can just meet the constraint conditions, so the initial structure of the vehicle can be used as the target vehicle structure; if the target section force does not match the theoretical crushing force, it indicates that the initial structure of the vehicle at this time cannot meet the constraint conditions, so the initial structure of the vehicle needs to be corrected (for example, the section size, material selection, thickness parameters, etc. can be corrected) until the target section force matches the theoretical crushing force, and the corrected initial structure is used as the target vehicle structure. In particular, the meaning of the target section force matching the theoretical crushing force is that the target section force is equal to the theoretical crushing force, or the target section force does not exceed a preset proportion of the theoretical crushing force (for example, 10%).

[0106] This embodiment constructs an energy absorption inequality corresponding to the front cabin of the vehicle when the vehicle collides based on the target waveform; determines the energy absorption space of the vehicle based on the energy absorption inequality, and calculates the collision crushing force corresponding to the energy absorption space based on the size of the energy absorption space and the vehicle's overall mass; determines the load distribution ratio corresponding to each force transmission path in the energy absorption space when the vehicle collides based on the preset crushing trend of the vehicle; decomposes the collision crushing force according to the load distribution ratio to obtain a target section force; calculates the theoretical crushing force corresponding to the initial structure of the vehicle based on the energy absorption space, and compares the target section force with the theoretical crushing force; if the target section force matches the theoretical crushing force, the initial structure of the vehicle is used as the target vehicle structure of the vehicle; if the target section force does not match the theoretical crushing force, the initial structure of the vehicle is corrected, and the corrected initial structure is used as the target vehicle structure of the vehicle. The method described in this embodiment establishes an energy absorption inequality corresponding to the vehicle's front compartment during a collision to determine the ideal energy absorption space and the corresponding collision crushing force. This allows the energy absorption space to absorb the maximum possible collision kinetic energy, theoretically minimizing deformation of the passenger compartment. Simultaneously, the collision crushing force is decomposed according to the load distribution ratio, distributing it to each level of the vehicle's structure. This allows the vehicle to crush step by step according to a preset crushing trend during a collision, minimizing damage to the passenger compartment. Furthermore, this embodiment compares the target cross-sectional force with the theoretical crushing force to determine whether the vehicle's initial structure can protect occupant safety during a collision. If the determination is negative, the initial structure is modified, thereby shortening the subsequent collision development cycle for the vehicle.

[0107] Reference Figure 8 , Figure 8 This is a structural block diagram of the first embodiment of the vehicle collision development device of this application.

[0108] like Figure 8 As shown, the vehicle collision development device proposed in the embodiment of the present application includes:

[0109] The waveform optimization module 801 is used to optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain the target waveform;

[0110] A force decomposition module 802 is configured to determine the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decompose the collision crushing force into a target cross-sectional force;

[0111] The collision development module 803 is used to determine the target vehicle structure of the vehicle according to the energy absorption space and the target cross-sectional force, and perform collision development on the vehicle based on the target vehicle structure.

[0112] This embodiment optimizes and simplifies the initial collision waveform corresponding to a vehicle collision to obtain a target waveform; determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the target waveform, and decomposes the collision crushing force into a target cross-sectional force; determines the target vehicle structure based on the energy absorption space and the target cross-sectional force, and performs collision development on the vehicle based on the target vehicle structure. The above method of this embodiment optimizes the initial collision waveform corresponding to a vehicle collision at the initial stage of vehicle design, and determines the vehicle's energy absorption space and the collision crushing force corresponding to the energy absorption space based on the optimized target waveform, and then decomposes the collision crushing force step by step into target cross-sectional forces, and finally attributes the energy absorption space and target cross-sectional force to the vehicle structure, avoiding the technical drawbacks of traditional methods that require repeated iterative attempts through computer-aided engineering analysis, thereby greatly improving the efficiency of vehicle collision development.

[0113] Based on the first embodiment of the vehicle collision development device of the present application, a second embodiment of the vehicle collision development device of the present application is proposed.

[0114] In this embodiment, the waveform optimization module 801 is further used to construct a simulation model corresponding to the vehicle based on the basic parameters of the vehicle, and determine the initial collision waveform of the vehicle through the simulation model; construct an objective function with the goal of minimizing the injuries suffered by the occupants when the vehicle collides, optimize the initial collision waveform according to the objective function, and simplify the optimized waveform into a target waveform.

[0115] Furthermore, the waveform optimization module 801 is also used to determine the first waveform height and the second waveform height with the target condition of minimizing the injuries suffered by the occupants when the vehicle collides; and construct an objective function based on the first waveform height and the second waveform height; wherein the first waveform height and the second waveform height respectively represent the equivalent waveform heights corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain and squeezing the space behind the powertrain when colliding, and the first waveform height is less than or equal to the second waveform height.

[0116] Furthermore, the force decomposition module 802 is also used to construct an energy absorption inequality corresponding to the front cabin of the vehicle when the vehicle collides based on the target waveform; determine the energy absorption space of the vehicle based on the energy absorption inequality, and calculate the collision crushing force corresponding to the energy absorption space based on the size of the energy absorption space and the vehicle mass.

[0117] Furthermore, the force decomposition module 802 is also used to determine the load distribution ratio corresponding to each force transmission path in the energy absorption space of the vehicle when a collision occurs based on the preset crushing trend of the vehicle; decompose the collision crushing force according to the load distribution ratio to obtain the target section force.

[0118] Furthermore, the collision development module 803 is also used to calculate the theoretical crushing force corresponding to the initial structure of the vehicle based on the energy absorption space, and compare the target section force with the theoretical crushing force; if the target section force matches the theoretical crushing force, the initial structure of the vehicle is used as the target vehicle structure of the vehicle; if the target section force does not match the theoretical crushing force, the initial structure of the vehicle is corrected, and the corrected initial structure is used as the target vehicle structure of the vehicle.

[0119] Other embodiments or specific implementations of the vehicle collision development device of the present application can refer to the above-mentioned method embodiments and will not be repeated here.

[0120] The present application provides a vehicle collision development device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the vehicle collision development method in the above-mentioned embodiment one.

[0121] Reference below Figure 9 , which shows a schematic structural diagram of a vehicle collision development device suitable for implementing embodiments of the present application. The vehicle collision development device in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 9 The vehicle collision development device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0122] like Figure 9As shown, the vehicle collision development device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory 1002 or programs loaded from a storage device 1003 into a random access memory 1004. The random access memory 1004 also stores various programs and data required for the operation of the vehicle collision development device. The processing device 1001, the read-only memory 1002, and the random access memory 1004 are interconnected via a bus 1005. An input / output interface 1006 is also connected to the bus. Typically, the following systems may be connected to the input / output interface 1006: an input device 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; a storage device 1003 including, for example, a magnetic tape or hard disk; and a communication device 1009. The communication device 1009 can allow the vehicle crash development device to communicate with other devices wirelessly or wired to exchange data. Although the figure shows a vehicle crash development device with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented or have alternatively.

[0123] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a read-only memory 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are performed.

[0124] The vehicle collision development device provided in this application utilizes the vehicle collision development method described in the aforementioned embodiment, resolving the technical issue of the long cycle times associated with existing vehicle collision development methods. Compared to the prior art, the vehicle collision development device provided in this application achieves the same beneficial effects as the vehicle collision development method described in the aforementioned embodiment. Other technical features of the vehicle collision development device are the same as those disclosed in the aforementioned embodiment and are not further elaborated upon here.

[0125] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0126] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0127] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer program) stored thereon, and the computer-readable program instructions are used to execute the vehicle collision development method in the above-mentioned embodiment.

[0128] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: 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 embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0129] The computer-readable storage medium may be included in the vehicle collision development device, or may exist independently without being assembled into the vehicle collision development device.

[0130] The computer-readable storage medium carries one or more programs that, when executed by the vehicle collision development device, enable the vehicle collision development device to write computer program code for performing the operations of the present application in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and 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 stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer via any type of network, such as a local area network (LAN) or a wide area network (WAN), or connected to an external computer (e.g., via the Internet using an Internet service provider).

[0131] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0132] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0133] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned vehicle crash development method. This computer-readable storage medium can address the technical issue of the long development cycle associated with existing vehicle crash development methods. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the vehicle crash development method provided in the aforementioned embodiments and are not further elaborated here.

[0134] The present application also provides a computer program product, comprising a computer program, which implements the steps of the vehicle collision development method as described above when the computer program is executed by a processor.

[0135] The computer program product provided in this application can solve the technical problems of vehicle collision development. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle collision development method provided in the above embodiment, and will not be repeated here.

[0136] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle collision development method, characterized in that: The method comprises the following steps: Optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain the target waveform; determining the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decomposing the collision crushing force into a target cross-sectional force; A target vehicle structure of the vehicle is determined according to the energy absorption space and the target cross-sectional force, and collision development of the vehicle is performed based on the target vehicle structure.

2. The vehicle collision development method according to claim 1, wherein: The step of optimizing and simplifying the initial collision waveform corresponding to the vehicle collision to obtain the target waveform includes: Constructing a simulation model corresponding to the vehicle according to basic parameters of the vehicle, and determining an initial collision waveform of the vehicle through the simulation model; An objective function is constructed with the goal of minimizing the injuries suffered by the occupants when the vehicles collide, the initial collision waveform is optimized according to the objective function, and the optimized waveform is simplified into a target waveform.

3. The vehicle collision development method according to claim 2, wherein: The step of constructing an objective function with the goal of minimizing the injuries suffered by the occupants when the vehicle collides comprises: determining the first waveform height and the second waveform height based on the objective condition of minimizing the injuries suffered by the occupants in the event of a collision of the vehicle; constructing an objective function based on the first waveform height and the second waveform height; Among them, the first waveform height and the second waveform height respectively represent the equivalent waveform heights corresponding to the deceleration caused by the vehicle squeezing the space in front of the powertrain and squeezing the space behind the powertrain during a collision, and the first waveform height is less than or equal to the second waveform height.

4. The vehicle collision development method according to claim 1, wherein: The step of determining the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform includes: constructing an energy absorption inequality corresponding to the front cabin of the vehicle when the vehicle collides according to the target waveform; The energy absorption space of the vehicle is determined based on the energy absorption inequality, and the collision crushing force corresponding to the energy absorption space is calculated according to the size of the energy absorption space and the vehicle mass.

5. The vehicle collision development method according to claim 4, characterized in that: The step of decomposing the collision crushing force into a target cross-sectional force comprises: determining, based on a preset crushing trend of the vehicle, a load distribution ratio corresponding to each force transmission path in the energy absorption space when the vehicle collides; The collision crushing force is decomposed according to the load distribution ratio to obtain a target cross-sectional force.

6. The vehicle collision development method according to claim 1, wherein: The step of determining the target vehicle structure according to the energy absorption space and the target cross-sectional force includes: calculating a theoretical crushing force corresponding to the initial structure of the vehicle according to the energy absorption space, and comparing the target cross-sectional force with the theoretical crushing force; If the target cross-sectional force matches the theoretical crushing force, the initial structure of the vehicle is used as the target complete vehicle structure of the vehicle; If the target cross-sectional force does not match the theoretical crushing force, the initial structure of the vehicle is corrected, and the corrected initial structure is used as the target vehicle structure.

7. A vehicle collision development device, characterized in that The vehicle collision development device comprises: The waveform optimization module is used to optimize and simplify the initial collision waveform corresponding to the vehicle collision to obtain the target waveform; a force decomposition module, configured to determine the energy absorption space of the vehicle and the collision crushing force corresponding to the energy absorption space according to the target waveform, and decompose the collision crushing force into a target cross-sectional force; A collision development module is used to determine a target vehicle structure of the vehicle according to the energy absorption space and the target cross-sectional force, and to perform collision development on the vehicle based on the target vehicle structure.

8. A vehicle collision development device, characterized in that The device includes: a memory, a processor, and a vehicle collision development program stored in the memory and executable on the processor, wherein the vehicle collision development program is configured to implement the steps of the vehicle collision development method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, on which a vehicle collision development program is stored. When the vehicle collision development program is executed by a processor, the steps of the vehicle collision development method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a vehicle collision development program, which implements the steps of the vehicle collision development method according to any one of claims 1 to 6 when executed by a processor.

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