Super-expressway anti-collision system optimization method based on three-wave guardrail collision simulation

Abstract

The invention discloses a super-expressway anti-collision system optimization method based on three-wave guardrail collision simulation, and belongs to the field of traffic engineering safety. The method comprises the steps that a three-wave guardrail-vehicle finite element simulation model is established, typical collision working conditions are set, and response indexes are extracted; constructing a comprehensive performance function including parameters such as maximum deformation, collision force, energy absorption, passenger injury and the like; key design variables are determined through Latin hypercube sampling and sensitivity analysis; and performing structure parameter optimization under constraint conditions by using a non-dominated sorting genetic algorithm to generate an optimal guardrail configuration scheme. The method can be adapted to different vehicle types and road types, the energy absorption efficiency of the guardrail and the safety of passengers are remarkably improved, finally standardized guardrail design parameters, simulation reports and layout drawings are output, and the method is suitable for design optimization of anti-collision structures under complex scenes of super-expressways.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic engineering safety, and in particular to a super highway collision avoidance system optimization method based on three-wave guardrail collision simulation. Background Art

[0002] In recent years, with the rapid advancement of my country's transportation infrastructure development, superhighways, a new type of high-grade highway, have been gradually constructed and promoted. "Superhighways" are defined as those with a design speed exceeding 140 km / h, with some sections even exceeding 160 km / h. Compared to traditional expressways, they offer significant improvements in design, operating environment, and safety. However, the high kinetic energy levels associated with high-speed travel also pose unprecedented challenges to road traffic safety systems. This is particularly true in the event of a vehicle losing control, veer-off-lane, or collided. Traditional anti-collision structures often struggle to provide effective buffering and protection, increasing the severity of accidents and the risk of secondary injuries.

[0003] Among numerous road safety features, corrugated beam guardrails, widely deployed along the central median and edges of highways as primary anti-collision devices, have a design performance directly linked to accident mitigation and occupant safety. The three-wave guardrail structure, currently in mainstream use both domestically and internationally, typically consists of corrugated steel plates, columns, and connecting components. Its core function is to absorb a certain amount of kinetic energy at the moment of collision, prevent the vehicle from straying from the road, and guide the vehicle back to a safe lane through rebound control. This structure performs well at conventional speeds (e.g., 100–120 km / h), demonstrating considerable buffering and blocking capabilities in numerous actual traffic accidents.

[0004] However, traditional three-wave guardrail systems are often standardized based on empirical formulas, static parameters, and unified specifications. Core parameters such as steel plate thickness, column spacing, embedment depth, and steel strength often use universal values, failing to adapt them to specific operating conditions. This "one-size-fits-all" design philosophy has gradually exposed problems such as poor adaptability, high redundancy, and a high risk of failure in the face of ultra-high-speed, high-energy, multi-vehicle, and complex traffic environments.

[0005] First, from a mechanical perspective, the kinetic energy of a high-speed vehicle collision is far greater than that of a conventional highway accident. For example, a speed increase from 120 km / h to 160 km / h only increases by 33%, but the corresponding kinetic energy increases by nearly 80%. This places higher demands on the guardrail system's bending stiffness, energy absorption capacity, and structural continuity. Improper steel plate thickness or column spacing can easily lead to guardrail buckling, penetration, or overall structural failure.

[0006] Secondly, the diversity of vehicle types presents another significant challenge for current road collision avoidance design. Sedans, SUVs, large buses, and heavy trucks differ significantly in mass distribution, impact height, and structural rigidity, resulting in vastly different forces acting on guardrails and their response behaviors during collisions. For example, heavy trucks exert far greater shear force and impact momentum on guardrails than do small cars. If guardrail design fails to accommodate diverse vehicle types, the risk of being "overly rigid" for small cars and "failure to block" heavy vehicles often arises.

[0007] Furthermore, complex road geometry is a key factor influencing the effectiveness of crashworthy structures. In real-world traffic environments, superhighways often traverse hilly, mountainous, and interchange-style terrain, resulting in numerous curved sections, ramps, bends, and sections with compound curvature. In such areas, vehicles are highly susceptible to lateral centrifugal forces, resulting in greater impact angles and longer sliding distances after deviating from their lanes. Consequently, guardrails must not only possess enhanced lateral impact resistance but also consider the structural fatigue and mechanical distribution issues associated with vehicle deflection angles and multiple contact paths.

[0008] Existing crash barrier design practices generally lack a systematic performance evaluation index system. Instead, they rely primarily on single structural criteria such as "maximum deformation not exceeding XX cm" or "tensile strength greater than XXX MPa," failing to establish a comprehensive evaluation mechanism encompassing multiple dimensions, including vehicle dynamic response, occupant physiological risks, and guardrail energy absorption efficiency. From an accident prevention perspective, an effective multi-objective collaborative design approach has yet to be established. This leads to issues such as difficulty balancing safety and cost-effectiveness, low material utilization, and irrational construction plans during the design process.

[0009] To address these issues, a growing number of research efforts are incorporating computer-aided design (CAD), finite element analysis (FEA), crash simulation modeling, and artificial intelligence optimization methods into the design of crash barrier structures. Numerical simulations of typical operating conditions provide insights into the stress distribution, energy conversion, and structural deformation behavior during a vehicle collision. Multi-objective optimization algorithms, such as the non-dominated sorting genetic algorithm (NSGA-II), can be used to optimize energy absorption efficiency, deformation displacement, and occupant safety while satisfying structural strength constraints, enabling precise control and adaptation of design parameters.

[0010] However, most existing research remains at the single-objective or static optimization stage, lacking a comprehensive collision avoidance system parameter tuning path encompassing multiple vehicle types, scenarios, and objectives. Standardized results that can be directly transferred to engineering applications are lacking, and most simulation models fail to consider the coupling effects between key indicators such as vehicle angle, guardrail rebound, and occupant acceleration. Therefore, there is an urgent need to develop a simulation optimization framework for superhighways, centered around three-wave guardrails. This framework can achieve multi-dimensional modeling of collision response, quantitative combination of performance functions, sensitivity identification of structural parameters, and multi-objective optimization search, ultimately leading to a standardized guardrail optimization solution applicable to different vehicles, operating conditions, and road sections.

[0011] In summary, the following key issues remain to be addressed in the field of ultrahighway anti-collision guardrail design: (1) Traditional parameter design methods lack scenario adaptability and system optimization capabilities; (2) Guardrail structures are insufficiently adaptable to vehicle model diversity, road complexity, and uncertainty in collision conditions; (3) Multi-index collaborative performance functions and sensitivity evaluation mechanisms have not yet been formed; and (4) There is a lack of standardized design databases and simulation verification processes. Therefore, developing an ultrahighway anti-collision system optimization method based on three-wave guardrail collision simulation not only has significant engineering practical value, but also has far-reaching significance for improving my country's traffic safety technology level and promoting the construction of intelligent road infrastructure. Summary of the Invention

[0012] The purpose of the present invention is to address the deficiencies of the prior art and provide a super highway collision avoidance system optimization method based on three-wave guardrail collision simulation to solve the problems raised in the background technology.

[0013] To achieve the above objectives, the present invention provides the following technical solution: a method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation, comprising the following steps:

[0014] S1) establishing a finite element simulation model, the model comprising: a three-wave guardrail structure consisting of a corrugated steel plate, a column, and a connector, the material of which is Q235 steel;

[0015] Vehicle models: including sedans, SUVs and heavy trucks;

[0016] Road structure model: including road surface rigid body and boundary condition settings;

[0017] The initial collision speed is set to v∈[140,200]km / h, where v is the initial collision speed of the vehicle, and the collision angle is set to α∈[15°,30°], where α is the angle between the vehicle's travel direction and the guardrail;

[0018] S2) Run the simulation and extract collision response metrics, including:

[0019] Maximum displacement D max : Maximum lateral offset of guardrail;

[0020] Maximum collision force F max : Maximum contact reaction force between vehicle and guardrail;

[0021] Absorbed energy E abs : the total amount of mechanical energy absorbed by the guardrail during the collision;

[0022] Rebound angle θ r : The angle between the rebound direction and the initial direction after the vehicle collision;

[0023] Acceleration Severity Index (ASI): An indicator of the risk to which occupants are exposed to acceleration;

[0024] Head velocity variation THIV: the velocity change of the occupant's head at the moment of collision;

[0025] S3) Construct a comprehensive performance evaluation function J, which is defined as:

[0026] J=w1·D max +w2·F max -w3·E abs +w4·ASI+w5·THIV

[0027] Among them: w1~w5: are the weight factors of the indicators, and the units are dimensionless, satisfying

[0028] S4) Optimize the structural parameters with the goal of minimizing the comprehensive performance function J.

[0029] As the preferred technical solution of the present invention, the structural parameters of the three-wave guardrail include: the thickness of the corrugated steel plate t: affects the bending stiffness of the guardrail; the column spacing s: affects the overall impact resistance continuity; the column burial depth h: affects the anchoring stability of the column; the yield strength σ y : represents the yield limit of guardrail steel. The above parameters constitute the design variable set P = {t, s, h, σ y}.

[0030] As a preferred technical solution of the present invention, Latin hypercube sampling is used to generate N groups of simulation input samples for the variable set P, and each variable p is calculated. j ∈P is sensitive to the comprehensive performance function J, and the sensitivity coefficient is defined as:

[0031]

[0032] Where: S j :For variable p j Local sensitivity to function J; p j: is one of the design variables, such as t, s, h or σ y .

[0033] As a preferred technical solution of the present invention, the sensitivity coefficient S is selected from the variable set P. j The largest number of parameters constitute the optimized subset P ′ ={p1,...,p k} and perform NSGA-II multi-objective optimization under the following constraints:

[0034] minJ(p1,...,p k ),constraint:

[0035] Where: p k : is the kth optimization parameter; are the design upper and lower limits respectively; NSGA-II: non-dominated sorting genetic algorithm, suitable for global search of multi-objective solutions.

[0036] As a preferred technical solution of the present invention, the comprehensive performance function J can be decomposed into the following two sub-goals: Safety index function:

[0037] R=ASI+0.5·THIV

[0038] Among them, R has no unit and measures the level of occupant injury;

[0039] Energy absorption efficiency function:

[0040] Among them, Q represents the energy absorption capacity under unit force displacement; minR and maxQ are used as dual objective functions for collaborative optimization.

[0041] As a preferred technical solution of the present invention, the optimal design solution that meets the following performance constraints is selected from the Pareto solution set obtained by the NSGA-II optimization: the maximum displacement D max ≤300mm; head velocity variation THIV ≤20m / s; energy absorption efficiency Q ≥0.1J / (kN·mm).

[0042] As a preferred technical solution of the present invention, based on the selected optimal design solution, the comprehensive performance improvement rate is calculated to define the performance optimization improvement rate η J , which indicates the degree of improvement of comprehensive performance before and after optimization. Its calculation formula is:

[0043]

[0044] Among them: J original : comprehensive performance value of simulation results before optimization; J optimized : performance function value corresponding to the optimization; ηJ : The unit is percentage.

[0045] As the preferred technical solution of the present invention, based on the performance-optimized three-wave guardrail structure, the following constraints are further introduced to adapt to vehicle collision conditions in curve scenarios:

[0046]

[0047] Among them: F resist : radial resistance provided by the guardrail structure, in N; m: vehicle mass, in kg; v: vehicle speed, in m / s; R: curve radius, in m; The outward impact force caused by centrifugal force on a vehicle in a curve needs to be borne by the guardrail system; the constraints are used to ensure that the optimized guardrail structure still has sufficient protection capabilities under ultra-high-speed curve conditions.

[0048] As a preferred technical solution of the present invention, in order to further improve the adaptability of the optimized guardrail structure to different vehicle models, the vehicle model accident impact weight coefficient λ is introduced i , construct weighted comprehensive performance function J ′ , whose expression is:

[0049]

[0050] Among them: J ′ : is the weighted comprehensive performance function value, the unit is the same as J i Same; J i : represents the comprehensive performance function value corresponding to the i-th type vehicle under typical collision conditions; λ i : represents the accident weight corresponding to the i-th type of vehicle in the target road scene, satisfying the normalization condition Indicates the total number of vehicle types involved in the weighted calculation.

[0051] As a preferred technical solution of the present invention, the guardrail structure optimization results can be used to build a standardized anti-collision system design database and output engineering application documents. The database and documents include: Recommended design parameter table: covering the optimized corrugated steel plate thickness t, column spacing s, burial depth h and yield strength σ y ; Simulation verification report: includes collision response data of different vehicle models at typical speed v and collision angle α; Road condition adaptation manual: proposes structural layout recommendations for different road types; Construction drawing template and BIM interface file: supports the integration and calling of guardrail configuration solutions in the traffic engineering information model.

[0052] Compared with the prior art, the present invention has the following beneficial effects:

[0053] This invention combines finite element simulation with a multi-objective optimization algorithm to systematically evaluate and optimize the response performance of a three-wave guardrail structure in hypervelocity collision scenarios. Compared to traditional design methods based on standardized empirical parameters, this method accurately simulates guardrail forces and deformations under different vehicle types, speeds, and collision angles, achieving a unified consideration of multiple metrics such as maximum displacement, energy absorption, and occupant damage, thereby improving the overall scientificity and adaptability of the anti-collision system.

[0054] The comprehensive performance function model constructed in this paper has good scalability and can achieve customized optimization requirements for different road types or safety levels through weight adjustment. Through sensitivity analysis and the NSGA-II algorithm, key control parameters can be quickly screened and multiple non-inferior solutions can be obtained for engineering selection, avoiding structural redundant design, improving material utilization, and reducing manufacturing and construction costs.

[0055] Furthermore, this invention establishes a complete design parameter optimization process and simulation verification mechanism, ensuring robust engineering implementation capabilities. The resulting output of recommended guardrail parameters, simulation reports, and layout drawings can be integrated into the BIM platform for intelligent transportation infrastructure, enabling the digitalization and standardized deployment of guardrail structural design. This provides reliable technical support for the intelligent design and operation of future superhighway safety facilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 Flowchart of a super highway collision avoidance system optimization method based on three-wave guardrail collision simulation. DETAILED DESCRIPTION

[0057] 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 making creative efforts are within the scope of protection of the present invention.

[0058] The specific implementation of the present invention is described in detail below with reference to the accompanying drawings and multiple embodiments.

[0059] See Figure 1 This paper proposes a superhighway collision avoidance system optimization method based on three-wave guardrail collision simulation. This method combines multi-condition finite element simulation with multi-objective evolutionary optimization to comprehensively improve the guardrail system's collision avoidance performance in superhighway environments. The following describes the specific implementation process.

[0060] First, a guardrail collision simulation model was established. The guardrail utilizes a standard three-wave guardrail structure, consisting of corrugated steel plates, columns, and connectors. Q235 steel was used as the material, and the modeling software was LS-DYNA. The vehicle models used three typical vehicle types: sedans, SUVs, and heavy trucks. A vehicle-guardrail-road coupling simulation architecture was employed. The simulation conditions were set to a vehicle initial speed range v∈[140,200] km / h and a collision angle range α∈[15°,30°]. The simulation simulated the response of vehicles colliding with the guardrail at different angles and speeds.

[0061] After the simulation is completed, the guardrail response index data is extracted, including the maximum deformation displacement D max (mm), maximum contact force F max (kN), guardrail energy absorption E abs (J), vehicle rebound angle θ r (°), acceleration severity index ASI and head velocity variation THIV (m / s). ASI and THIV are key parameters for evaluating occupant injury risk. Subsequently, a performance function J is constructed based on the above indicators in the form of:

[0062] =w1·D max +w2·F max -w3·E abs +w4·ASI+w5·THIV

[0063] Among them, the weight coefficients w1~w5 are set according to the engineering safety requirements and meet ∑w i = 1. In order to improve the system efficiency, the four guardrail structure design parameters (corrugated plate thickness t, column spacing s, buried depth h, yield strength σ y ) constitutes a parameter set P = {t, s, h, σ y}, Latin hypercube sampling (LHS) is used to generate samples, evaluate the sensitivity of each variable to J, and obtain the sensitivity coefficient:

[0064]

[0065] The parameters with the highest sensitivity constitute the optimized subset P ′ , using the NSGA-II algorithm for multi-objective optimization. The constraints are determined by the structural strength and construction requirements. The objective function is to minimize the comprehensive performance function J, or equivalently decompose it into a safety risk function: R = ASI + 0.5 · THIV, and an energy absorption efficiency function: The optimization results form a Pareto solution set, and the optimal structural solution that meets the following constraints is selected: D max ≤300mm,THIV≤20m / s,Q≥0.1The comprehensive performance function values ​​before and after optimization are respectively recorded as J original With Joptimized , calculate the optimization effect:

[0066]

[0067] Further introduce the vehicle mass m (kg), speed v (m / s) and bend radius R (m) for the bending condition, and add constraints:

[0068]

[0069] To ensure that the guardrail has sufficient resistance in the case of lateral impact.

[0070] In order to consider the use of different vehicle models, introduce the vehicle accident influence weight λ i , construct the weighted performance function:

[0071]

[0072] Where, J i is the performance function value corresponding to the ith type of vehicle, and λ i is the accident proportion.

[0073] Finally, the optimized structure parameters are imported into the system database, and the parameter recommendation table (such as the thickness of the corrugated plate, the distance between the columns, the burial depth, etc.), the response curve graph under the typical speed angle-vehicle model, the guardrail layout drawing, the simulation verification report, the configuration strategy suggestion suitable for different road sections, and the connection with the traffic BIM platform are output. Realize digital integrated deployment.

[0074] Embodiment: Optimization design of anti-collision system of a bending road section of Beijing-Shanghai Expressway

[0075] Taking a bending road with a design speed of 160 km / h in the Nantong section of Beijing-Shanghai Expressway as an example, the superhighway anti-collision system optimization method based on three-wave guardrail collision simulation of the present application is used to simulate and analyze and optimize the existing guardrail structure.

[0076] 1. Working condition setting: road characteristics: bending radius R = 600 m, cross slope 2%, ramp without super-elevation; vehicle type: select a medium-sized SUV as a representative vehicle, mass m = 1800 kg; initial speed: set the collision speed to v = 160 km / h, converted to v = 44.44 m / s; collision angle: set to α = 20°, which belongs to the common inclined collision in actual accidents; guardrail material: Q235 steel, original structure parameters are as follows: corrugated plate thickness t = 3.0 mm; column spacing s = 2.0 m; burial depth h = 900 mm; yield strength σ y = 235 MPa.

[0077] 2. Crash simulation and performance evaluation: Use LS-DYNA to build a complete finite element model, simulate the vehicle impacting the guardrail at the initial speed and angle, and extract the following collision response indicators: Maximum displacement D max =362mm; maximum collision force F max =152kN; guardrail energy absorption E abs =4870J; rebound angle θ r =14.8°; acceleration severity index ASI =1.12; head velocity variation THIV =22.4m / s.

[0078] According to the performance function, set the weights w1~w5={0.2,0.2,0.2,0.2,0.2}, and calculate: J original =0.2·362+0.2·152-0.2·4870+0.2·1.12+0.2·22.4=-935.3;

[0079] 3. Parameter optimization and simulation verification: Through sensitivity analysis, it is found that the main parameters affecting J are the column spacing s and the corrugated plate thickness t. In the parameter space setting:

[0080] t∈[3.0,4.5]mm;

[0081] s∈[1.0,2.0]m;

[0082] h∈[800,1100]mm;

[0083] σ y ∈[235,355]MPa;

[0084] NSGA-II was used for dual-objective optimization (minimizing R = ASI + 0.5·THIV and maximizing energy absorption efficiency). );

[0085] The optimal combination is: t = 4.2 mm, s = 1.4 m, h = 1000 mm, σ y =310MPa.

[0086] Simulation is performed under the same working conditions to obtain the optimized indicators:

[0087] D max =265mm;

[0088] F max =141kN;

[0089] E abs =6170J;

[0090] ASI=0.85, THIV=17.8m / s;

[0091] At this time, we can calculate: J optimized =0.2·265+0.2·141-0.2·6170+0.2·0.85+0.2·17.8=-1114.27;

[0092] Calculate the optimization rate:

[0093] 4. Curve safety constraint verification: Verify whether the lateral centrifugal force constraint is satisfied:

[0094]

[0095] Simulation calculation of the optimized structure F resist =6740N, meeting the design requirements.

[0096] Example: Optimization design of guardrail structure for straight section of tunnel exit in western mountainous area;

[0097] This example examines a tunnel exit section of a highway in a western mountainous area. This section, with a design speed of 150 km / h, is located on a straight section following a continuous downhill slope. Accidents are frequent, and vehicle driving conditions are complex (acceleration overruns and brake failures are common), placing higher safety requirements on the anti-collision structure. The proposed anti-collision system optimization method based on three-wave guardrail collision simulation was used to design and optimize the guardrail structure.

[0098] 1. Working condition characteristics and parameter settings:

[0099] Road characteristics: The straight section is approximately 280 meters long with a 1% transverse slope. There is a sudden change in brightness between the tunnel exit and the open road, which can easily induce driver fatigue and deviation.

[0100] Typical vehicles: A fully loaded light truck (gross mass 3400kg) is representative, as its body height and inertia offset capability are higher than those of a car;

[0101] Initial collision velocity: set to 150 km / h (about 41.67 m / s), representing the extreme case of impact due to insufficient braking at the end of a slope;

[0102] Collision angle: set to 15°, which is a common side-slip collision angle;

[0103] Guardrail original parameters:

[0104] Corrugated steel plate thickness: 3.5mm;

[0105] Column spacing: 2.0m;

[0106] Buried depth: 1000mm;

[0107] Material yield strength: 345MPa;

[0108] Column type: reinforced hot-rolled H-beam;

[0109] 2.Simulation modeling and response extraction;

[0110] A 3D coupled finite element model of a light truck and a three-wave guardrail system was constructed using LS-DYNA. Simulations were performed of the vehicle impacting the guardrail at a preset speed and angle. The following collision response metrics were extracted:

[0111] Maximum lateral deformation: 372mm;

[0112] Maximum contact force of guardrail: 92.4kN;

[0113] Collision absorption energy: 18.6kJ;

[0114] Rebound angle: 26.3°;

[0115] Acceleration severity index ASI: 1.51;

[0116] Head speed change: 7.6 m / s.

[0117] The calculated comprehensive performance function value is: F0=0.778.

[0118] 3. Parameter sensitivity analysis and optimization target setting

[0119] 80 sets of parameter samples were generated by Latin Hypercube Sampling (LHS) to identify the sensitivity of each variable to the comprehensive performance function F. The results showed that the two most influential variables were the column spacing and the thickness of the corrugated steel plate.

[0120] Set the optimization goal as:

[0121] Minimize the safety objective function F1;

[0122] Maximize the energy absorption efficiency objective function F2;

[0123] The restrictions are as follows:

[0124] Maximum displacement ≤350mm;

[0125] Head velocity change ≤ 6.5 m / s;

[0126] ASI≤1.4;

[0127] The material strength does not exceed 90% of the yield limit.

[0128] 4. Multi-objective optimization and result verification;

[0129] The NSGA-II algorithm is used to search for non-inferior solutions in the following design variable space:

[0130] Corrugated steel plate thickness: 3.0~4.2mm;

[0131] Column spacing: 1.5~2.5m;

[0132] Burial depth: 800-1200mm;

[0133] Yield strength: 345~420MPa.

[0134] Finally, the optimal structural solution combination is selected as:

[0135] Steel plate thickness: 4.0mm;

[0136] Column spacing: 1.6m;

[0137] Buried depth: 1100mm;

[0138] Yield strength: 400MPa.

[0139] The verification simulation results are as follows:

[0140] Maximum displacement: 335mm;

[0141] Absorbed energy: 21.8kJ;

[0142] Rebound angle: 19.2°;

[0143] ASI: 1.32;

[0144] Head speed change: 5.9 m / s.

[0145] The comprehensive performance function F1 is 0.619 after optimization, and the performance improvement rate is: (0.778-0.619) / 0.778≈20.4%.

[0146] 5. Engineering adaptability and deployment suggestions:

[0147] This structural solution meets the dual requirements of high-energy impact absorption and occupant safety in mountain tunnel exit sections and has the following advantages:

[0148] Improve the anchoring stability of the column and the bending stiffness of the steel plate, effectively suppressing the risk of "rolling over" caused by large-angle impact;

[0149] Narrowing the spacing enhances overall continuity and prevents local instability;

[0150] Adapt to the vehicle dynamics behavior of typical slope sections and reduce rebound interference;

[0151] The optimized parameters can be used for BIM platform connection, supporting standardized drawing export and construction configuration management.

[0152] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A super highway collision avoidance system optimization method based on three-wave guardrail collision simulation, characterized in that: The following steps are involved: S1) establishing a finite element simulation model, the model comprising: a three-wave guardrail structure consisting of a corrugated steel plate, a column, and a connector, the material of which is Q235 steel; Vehicle models: including sedans, SUVs and heavy trucks; Road structure model: including road surface rigid body and boundary condition settings; The initial collision speed is set to v∈[140,200]km / h, where v is the initial collision speed of the vehicle, and the collision angle is set to α∈[15°,30°], where α is the angle between the vehicle's travel direction and the guardrail; S2) Run the simulation model and extract collision response indicators, including: Maximum displacement D max : Maximum lateral offset of guardrail; Maximum collision force F max : Maximum contact reaction force between vehicle and guardrail; Absorbed energy E abs : the total amount of mechanical energy absorbed by the guardrail during the collision; Rebound angle θ r : The angle between the rebound direction and the initial direction after the vehicle collision; Acceleration Severity Index (ASI): An indicator of the risk to which occupants are exposed to acceleration; Head velocity variation THIV: the velocity change of the occupant's head at the moment of collision; S3) Construct a comprehensive performance evaluation function J based on the collision response index, which is defined as: J=w1·D max +w2·F max -w3·E abs +w4·YES+w5·FALSE Among them: w1~w5: are the weight factors of the indicators, and the units are dimensionless, satisfying S4) Optimize the structural parameters with the goal of minimizing the comprehensive performance function J.

2. The method according to claim 1, characterized in that The structural parameters of the three-wave guardrail include: the thickness of the corrugated steel plate t: affects the bending stiffness of the guardrail; the column spacing s: affects the overall impact resistance continuity; the column burial depth h: affects the anchoring stability of the column; the yield strength σ y : represents the yield limit of guardrail steel. The above parameters constitute the design variable set P = {t, s, h, σ y }.

3. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 2, characterized in that: Use Latin hypercube sampling to generate N sets of simulation input samples for the variable set P, and calculate each variable p j ∈P is sensitive to the comprehensive performance function J, and the sensitivity coefficient is defined as: Where: S j :For variable p j Local sensitivity to function J; p j : is one of the design variables, such as t, s, h or σ y .

4. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 3, characterized in that: Select the sensitivity coefficient S from the variable set P j The largest number of parameters constitute the optimized subset P ′ ={p1,...,p k } and perform NSGA-II multi-objective optimization under the following constraints: minJ(p1,...,p k ),constraint: Where: p k : is the kth optimization parameter; are the design upper and lower limits respectively; NSGA-II: non-dominated sorting genetic algorithm, suitable for global search of multi-objective solutions.

5. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 1, characterized in that: The comprehensive performance function J can be decomposed into the following two sub-goals: Safety index function: R=ASI+0.5·THIV Among them, R has no unit and measures the level of occupant injury; Energy absorption efficiency function: Among them, Q represents the energy absorption capacity under unit force displacement; minR and maxQ are used as dual objective functions for collaborative optimization.

6. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 4, characterized in that: From the Pareto solution set obtained by the NSGA-II optimization, the optimal design solution that meets the following performance constraints is selected: the maximum displacement D max ≤300mm; head velocity variation THIV ≤20m / s; energy absorption efficiency Q ≥0.1J / (kN·mm).

7. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 6, characterized in that: Based on the selected optimal design solution, the comprehensive performance improvement rate is calculated to define the performance optimization improvement rate η J , which indicates the degree of improvement of comprehensive performance before and after optimization. Its calculation formula is: Among them: J original : comprehensive performance value of simulation results before optimization; J optimized : performance function value corresponding to the optimization; η J : The unit is percentage.

8. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 7, characterized in that: Based on the optimized three-wave guardrail structure, the following constraints are further introduced to adapt to vehicle collision conditions in curve scenarios: Among them: F resist : radial resistance provided by the guardrail structure, in N; m: vehicle mass, in kg; v: vehicle speed, in m / s; R: curve radius, in m; The outward impact force caused by centrifugal force on a vehicle in a curve needs to be borne by the guardrail system; the constraints are used to ensure that the optimized guardrail structure still has sufficient protection capabilities under ultra-high-speed curve conditions.

9. The method for optimizing a super highway collision avoidance system based on three-wave guardrail collision simulation according to claim 8, characterized in that: In order to further improve the adaptability of the optimized guardrail structure to different vehicle models, the vehicle model accident impact weight coefficient λ is introduced i , construct weighted comprehensive performance function J ′ , whose expression is: Among them: J ′ : is the weighted comprehensive performance function value, the unit is the same as J i Same; J i : represents the comprehensive performance function value corresponding to the i-th type vehicle under typical collision conditions; λ i : represents the accident weight corresponding to the i-th type of vehicle in the target road scene, satisfying the normalization condition n: represents the total number of vehicle types involved in the weighted calculation.

10. The method according to claim 9, characterized in that The guardrail structure optimization results can be used to build a standardized anti-collision system design database and output engineering application documents. The database and documents include: Recommended design parameter table: covering the optimized corrugated steel plate thickness t, column spacing s, burial depth h and yield strength σ y ; Simulation verification report: includes collision response data of different vehicle models at typical speed v and collision angle α; Road condition adaptation manual: proposes structural layout recommendations for different road types; Construction drawing template and BIM interface file: supports the integration and calling of guardrail configuration solutions in the traffic engineering information model.

Images