MPDB aluminum honeycomb performance verification method and system

Abstract

The invention relates to the technical field of vehicle collision testing, in particular to an MPDB aluminum honeycomb performance verification method and system. The method comprises the following steps: sequentially carrying out a quasi-static compression test, a dynamic test and a real vehicle test on the honeycomb aluminum; the real vehicle test comprises a target vehicle-bullet vehicle collision test and a test vehicle-trolley collision test; in the quasi-static compression test, comparing the rigidity curve of the aluminum honeycomb with a first set channel, and verifying the static performance of the aluminum honeycomb; in the dynamic test, the honeycomb aluminum is impacted, the rigidity curve of the honeycomb aluminum is compared with a second set channel, and the deformation degree of the honeycomb aluminum is checked, so that the dynamic performance of the honeycomb aluminum is verified; and performing comparative analysis on data acquired in the target vehicle-bullet vehicle collision test and data acquired in the test vehicle-trolley collision test. According to the invention, accurate, comprehensive and systematic verification of the performance of the honeycomb aluminum is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle crash test, in particular to an MPDB honeycomb aluminum performance verification method and system. BACKGROUND

[0002] The Moving Progressive Deformable Barrier (MPDB for short) is used to restore the vehicle-to-vehicle collision accident in real road traffic and can evaluate the occupant protection and aggressiveness of the vehicle. The MPDB test bench is installed with deformable honeycomb aluminum at the front end to simulate the energy absorption structure of the vehicle front end, which is a replaceable standard test object and needs to have high-precision crash mechanics to truly reproduce the vehicle crash stiffness characteristics.

[0003] Honeycomb aluminum performance verification is an essential part of the development process of honeycomb aluminum. The performance verification result can not only be used as a reference for the advantages and disadvantages of the honeycomb aluminum product, but also as a feedback for the development effect to guide the optimization of the design scheme and production process. In the complete development cycle of the honeycomb aluminum, the performance verification link is between the determination of the initial parameters and the parameter finalization. After the MPDB honeycomb aluminum sample is trial-produced, a series of tests need to be performed to verify the performance of the honeycomb aluminum. Once the performance verification result finds a problem, the developer can timely adjust the design parameters or production process of the honeycomb aluminum. However, there is no comprehensive and systematic performance verification scheme for the honeycomb aluminum in the prior art.

[0004] Therefore, the present application is provided. SUMMARY

[0005] The present application aims to provide an MPDB honeycomb aluminum performance verification method and system, which realizes accurate, comprehensive and systematic verification of the performance of the honeycomb aluminum.

[0006] In order to achieve the above-mentioned purpose, the present application adopts the following technical scheme: In a first aspect, the present application provides an MPDB honeycomb aluminum performance verification method, comprising: The honeycomb aluminum is sequentially subjected to a quasi-static compression test, a dynamic test and a real vehicle test; the real vehicle test includes a target vehicle-bullet vehicle collision test and a test vehicle-test bench collision test; wherein the test bench is installed with the honeycomb aluminum at the front end; In the quasi-static compression test, the stiffness curve of the honeycomb aluminum is compared with a first set of channels to verify the static performance of the honeycomb aluminum; In the dynamic test, the honeycomb aluminum is impacted, the stiffness curve of the honeycomb aluminum is compared with a second set of channels, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum; In the target vehicle-sub vehicle collision test, the acceleration-displacement curve of the target vehicle, the acceleration-displacement curve of the sub vehicle, the deformation of the target vehicle, and the injury value of the dummy in the target vehicle are collected; In the test vehicle-trolley collision test, the acceleration-displacement curve of the test vehicle, the acceleration-displacement curve of the trolley, the deformation of the test vehicle, and the injury value of the dummy in the test vehicle are collected; The data collected in the target vehicle-sub vehicle collision test are compared and analyzed with the data collected in the test vehicle-trolley collision test to verify whether the performance of the honeycomb aluminum meets the front end stiffness characteristics of the real vehicle.

[0007] In a second aspect, the application provides an MPDB honeycomb aluminum performance verification system, comprising: a honeycomb aluminum, a trolley, a test vehicle, a target vehicle, a sub vehicle, a force wall, a rigid impact head, and a data processing unit; The rigid impact head at least comprises: a rigid round corner flat plate barrier, a rigid round corner column barrier, a rigid pipe frame barrier, a rigid cuboid box barrier, and a rigid beam barrier; The data processing unit executes the MPDB honeycomb aluminum performance verification method.

[0008] Compared with the prior art, the application has the following beneficial effects: The application sequentially performs a quasi-static compression test, a dynamic test, and a real vehicle test on the honeycomb aluminum, and provides a comprehensive and systematic verification system for the mechanical properties of the honeycomb aluminum. The three test parts have a logical relationship in time sequence, each has an independent function and mutually complements and supports each other. The application scheme verifies the use performance of the honeycomb aluminum under static, dynamic, and typical working conditions respectively, and the method is systematic and comprehensive, can be effectively applied to the development, manufacturing, and quality inspection links of the honeycomb aluminum, and effectively tests the performance of the honeycomb aluminum. BRIEF DESCRIPTION OF DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the specific embodiments or the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0010] Figure 1 is a flowchart of an MPDB honeycomb aluminum performance verification method provided by an embodiment of the application; Figure 2 is a static stiffness curve of a honeycomb aluminum block provided by an embodiment of the application; Figure 3 is a schematic view of a force wall mounted on a fixed rigid barrier provided by an embodiment of the application; Figure 4 is a schematic diagram of a full-width force wall collision test provided by an embodiment of the present application; Figure 5 is a schematic diagram of a biasing round-corner flat plate impact test provided by an embodiment of the present application; Figure 6 is a schematic diagram of a round-corner column impact test provided by an embodiment of the present application; Figure 7 is a schematic diagram of a tube frame impact test provided by an embodiment of the present application; Figure 8 is a schematic diagram of a cuboid box impact test provided by an embodiment of the present application; Figure 9 is a schematic diagram of a biasing crossbeam impact test provided by an embodiment of the present application; Figure 10 is a schematic diagram of a target vehicle-bullet vehicle collision test provided by an embodiment of the present application; Figure 11 is a schematic diagram of a test vehicle-trolley collision test provided by an embodiment of the present application. DETAILED DESCRIPTION

[0011] Exemplary embodiments of the present application are described herein with reference to the accompanying drawings, which are meant to be exemplary and not limiting. Therefore, it should be recognized that many modifications and variations of the exemplary embodiments described herein can be made without departing from the scope and spirit of the application. Also, for the purpose of clarity and the brevity, the description below omits the description of well-known functions and structures.

[0012] The present application is further described in detail below with reference to the embodiments.

[0013] Figure 1 is a flowchart of a method for verifying the performance of MPDB honeycomb aluminum provided by an embodiment of the present application. The method can be executed by a computer program and integrated in an electronic device. The method provided by the embodiment includes the following steps: S110, sequentially performing a quasi-static compression test, a dynamic test, and a real vehicle test on the honeycomb aluminum; the real vehicle test includes a target vehicle-bullet vehicle collision test and a test vehicle-trolley collision test; wherein the trolley has the honeycomb aluminum installed at the front end, and the bullet vehicle has the honeycomb aluminum installed at the front end.

[0014] S120, in the quasi-static compression test, comparing the stiffness curve of the honeycomb aluminum with a first set of channels to verify the static performance of the honeycomb aluminum.

[0015] Cellular aluminum may involve different specifications of cellular aluminum blocks in the design and manufacturing process, and different specifications of cellular aluminum are characterized by different wall thicknesses and side distances of the regular hexagonal honeycomb structure, which also leads to different mechanical properties such as stiffness of different specifications of cellular aluminum. For all specifications of cellular aluminum involved in the manufacturing process of cellular aluminum, extract the size of 200mm×250mm of the cellular aluminum block for the quasi-static compression test, and the compression rate is 100mm / min. The force-displacement curve directly measured is processed into a stress-displacement curve, that is, a stiffness curve.

[0016] The stress-displacement theoretical curve (which can be a straight line) is moved up and down by a set distance (which is a percentage of the theoretical curve) to obtain a first set channel; the first set channel is a pair of parallel straight lines, which correspond to the upper boundary and the lower boundary of the channel respectively, see the following formula: ; ; In the formula, σ0 is the theoretical stiffness value, t is the tolerance ratio, σ 上 is the upper boundary, and σ 下 is the lower boundary.

[0017] Compare the stiffness curve of the cellular aluminum with the first set channel to verify the static performance of the cellular aluminum. Figure 2 The static stiffness curve of the cellular aluminum block is shown, the horizontal coordinate is the displacement, the unit is mm; the vertical coordinate is the stress, the unit is MPa. Figure 2 It is shown that: the channel limit value (including the upper boundary and the lower boundary), the test curve (i.e. the stiffness curve of the cellular aluminum), and the theoretical curve. It can be seen that after the displacement of 50mm, the test curve is within the channel limit value, and the quasi-static compression test is passed, and the subsequent test is continued. If there is part of the test curve outside the channel limit value, the quasi-static compression test is not passed.

[0018] S130, in the dynamic test, the cellular aluminum is impacted, the stiffness curve of the cellular aluminum is compared with the second set channel, and the deformation degree of the cellular aluminum is checked to verify the dynamic performance of the cellular aluminum.

[0019] The dynamic test includes full-width force wall collision test, offset round flat plate impact test, round column impact test, pipe frame impact test, cuboid box impact test and offset beam impact test. Each dynamic test is described in detail below.

[0020] 1. Full-width force wall collision test.

[0021] The cellular aluminum is installed on the trolley, the force wall is installed on the fixed rigid barrier, and the force wall cannot move during the test. Figure 3A force wall mounted on a fixed rigid barrier is shown. The definition of a force wall is: a fixed, rigid concrete wall (“force wall”). The wall is mounted with a large array of force cells to measure the pressure on the wall throughout the crash. The trolley impacts the force wall, see Figure 4 .

[0022] Acceleration sensors are mounted at the center of mass of the trolley to record the trolley displacement and the honeycomb aluminum deformation. The honeycomb aluminum and the force wall need to be precisely positioned before the test, which can be summarized as two principles: one is that the overlap rate with the force wall is 100% in the lateral direction (i.e. left and right direction in the driver's view) and the vertical direction (direction perpendicular to the horizontal plane); the second is that if the internal structure of the honeycomb aluminum is layered or blocked in the lateral or vertical direction, the joint positions between different blocks should be aligned with the joint positions between the force cells of the force wall, so that only one force cell is aligned with one piece of honeycomb aluminum, avoiding the confusion and inaccuracy of the measurement data. The trolley should not be subjected to any additional force from the deflection or propulsion device at the moment of impact. When reaching the force wall, it should be perpendicular to the front surface of the force wall, and the test deviation should be controlled within ±10mm, and the instrument for recording the impact speed should be accurate to within 0.1%.

[0023] After the test, the trolley center of mass acceleration sensor data and the pressure collected by the force cells of the force wall are collected to check the deformation of the honeycomb aluminum. The pressure collected by the force cells on the force wall is used to determine the stiffness curve of the honeycomb aluminum, i.e. the stress-displacement curve. The method of obtaining this curve can be found in CN120177054A, which will not be repeated here.

[0024] The full-width force wall test is the most basic and important dynamic test, which can comprehensively collect and verify the stiffness performance of each part of the honeycomb aluminum. The second set channel is determined by stacking the stiffness curves of the honeycomb aluminum after multiple (≥10) full-width force wall tests, for example, fitting the upper boundary points after stacking to obtain the upper boundary of the second set channel, and fitting the lower boundary points after stacking to obtain the lower boundary of the second set channel. The upper and lower boundaries can be straight lines or curves.

[0025] The stiffness curve of the honeycomb aluminum is compared with the second set channel, and the deformation of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the stiffness curve of the honeycomb aluminum should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, and the internal honeycomb aluminum blocks should remain in a cohesive relationship and should not fall off, then the dynamic performance of the honeycomb aluminum meets the requirements of the full-width force wall crash test, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the requirements of the full-width force wall crash test.

[0026] 2. Offset round corner flat plate impact test.

[0027] The honeycomb aluminum is installed on the force wall, the force wall is installed on the fixed rigid barrier, and the force wall cannot move during the test. A rigid round corner flat plate barrier is installed at the front end of the trolley. Acceleration sensors are installed at the center of mass position to record the displacement of the trolley and the deformation of the honeycomb aluminum. Before the test, the honeycomb aluminum and the round corner flat plate barrier need to be finely positioned. The round corner flat plate barrier is offset and overlapped with the honeycomb aluminum in the transverse direction, the offset rate is set according to the requirements, and in the vertical direction, the round corner flat plate barrier should cover the honeycomb aluminum completely. The design purpose of the offset overlap amount in the transverse direction is to simulate the deformation effect of the honeycomb aluminum in the MPDB test. The test offset amount should be controlled within ±10mm.

[0028] The trolley collides with the force wall, and the test schematic diagram is shown in Figure 5 The pressure collected by the force unit on the force wall determines the stiffness curve of the honeycomb aluminum. After the test, the data of the center of mass acceleration sensor of the trolley and the data of the force unit on the force wall are collected to check the deformation of the honeycomb aluminum and the failure mode.

[0029] According to the stiffness curve of the honeycomb aluminum after multiple (≥10) offset round corner flat plate impact tests, the second set channel is determined; for details, see the above text, which will not be repeated here. The stiffness curve of the honeycomb aluminum is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the stiffness curve of the honeycomb aluminum should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, and the internal honeycomb aluminum blocks should remain in a cohesive relationship and should not fall off, then the dynamic performance of the honeycomb aluminum meets the requirements of the offset round corner flat plate impact test, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the requirements of the offset round corner flat plate impact test.

[0030] 3. Round corner column impact test.

[0031] The honeycomb aluminum is installed on the force wall, the force wall is installed on the fixed rigid barrier, and the force wall cannot move during the test. A rigid round corner column barrier is installed at the front end of the trolley. Acceleration sensors are installed at the center of mass position to record the displacement of the trolley and the deformation of the honeycomb aluminum. Before the test, the honeycomb aluminum and the rigid round corner column barrier need to be finely positioned. The center vertical plane of the round corner column barrier in the transverse direction should be aligned with the center vertical plane of the front end plane of the honeycomb aluminum, and in the vertical direction, the ground clearance of the bottom surface of the round corner column barrier should be the same as the ground clearance of the honeycomb aluminum. The test offset amount should be controlled within ±10mm. After the test, the data of the center of mass acceleration sensor of the trolley and the data of the force unit on the force wall are collected to check the deformation of the honeycomb aluminum and the failure mode.

[0032] The trolley collides with the force wall, and the test schematic diagram is shown in Figure 6 The pressure collected by the force unit on the force wall determines the stiffness curve of the honeycomb aluminum.

[0033] According to the honeycomb aluminum stiffness curve after multiple (≥10) round column impact tests, the second set channel is determined; see the above text for details, which will not be repeated here. The honeycomb aluminum stiffness curve is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the honeycomb aluminum stiffness curve should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, and the internal honeycomb aluminum blocks should maintain a cohesive relationship and should not fall off, then the dynamic performance of the honeycomb aluminum meets the round column impact test requirements, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the round column impact test requirements.

[0034] 4. Tube frame impact test.

[0035] The honeycomb aluminum is installed on the force wall, and the force wall is installed on the fixed rigid barrier. The force wall cannot move during the test. The rigid tube frame barrier is installed at the front end of the trolley. The mass center position is installed with an acceleration sensor to record the displacement of the trolley and the deformation of the honeycomb aluminum. The tube frame is a simplified rigid barrier that simulates the front end structure of the vehicle. When installed and used, the smaller diameter circular pipe beam is on the top, simulating the water tank frame structure of the vehicle; the larger diameter circular pipe beam is on the bottom, simulating the bumper and longitudinal beam structure of the vehicle. Before the test, the honeycomb aluminum and the tube frame barrier need to be precisely positioned. The tube frame barrier is offset and overlapped with the honeycomb aluminum in the transverse direction, and the offset rate is set according to the requirements. In the vertical direction, the tube frame is in the central position relative to the honeycomb aluminum to ensure sufficient contact. The design purpose of the offset overlap amount in the transverse direction is to simulate the deformation effect of the honeycomb aluminum in the MPDB test. The test offset should be controlled within ±10mm. After the test, the trolley mass center acceleration sensor data and the force cell data on the force wall are collected to check the deformation of the honeycomb aluminum and the failure mode.

[0036] The trolley collides with the force wall, and the test schematic diagram is shown in Figure 7 The pressure collected by the force cell on the force wall determines the stiffness curve of the honeycomb aluminum.

[0037] According to the honeycomb aluminum stiffness curve after multiple (≥10) tube frame impact tests, the second set channel is determined; see the above text for details, which will not be repeated here. The honeycomb aluminum stiffness curve is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the honeycomb aluminum stiffness curve should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, and the internal honeycomb aluminum blocks should maintain a cohesive relationship and should not fall off, then the dynamic performance of the honeycomb aluminum meets the tube frame impact test requirements, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the tube frame impact test requirements.

[0038] 5. Cuboid box impact test.

[0039] The honeycomb aluminum is installed on the force wall, the force wall is installed on the fixed rigid barrier, and the force wall cannot move during the test. A rigid cuboid box barrier is installed at the front end of the trolley. Acceleration sensors are installed at the center of mass position to record the displacement of the trolley and the deformation of the honeycomb aluminum. The cuboid box is a simplified rigid barrier simulating the front end longitudinal beam of a vehicle, and the short edge section is a square. Before the test, the honeycomb aluminum and the rigid cuboid box barrier need to be finely positioned. The median plane of the barrier in the transverse direction should be aligned with the median plane of the front end plane of the honeycomb aluminum, and the barrier is generally in the central position relative to the honeycomb aluminum in the vertical direction, which can be adjusted according to actual needs. The test offset should be controlled within ±5mm. After the test, the trolley center of mass acceleration sensor data and the force unit data on the force wall are collected, and the deformation of the honeycomb aluminum and the failure mode are checked.

[0040] The trolley hits the force wall, and the test schematic diagram is shown in Figure 8 The pressure collected by the force unit on the force wall determines the stiffness curve of the honeycomb aluminum.

[0041] According to the stiffness curve of the honeycomb aluminum after multiple (≥10) cuboid box impact tests, the second set channel is determined; see the above text for details, which will not be repeated here. The stiffness curve of the honeycomb aluminum is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the stiffness curve of the honeycomb aluminum should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, and the internal honeycomb aluminum blocks should remain in a cohesive relationship and should not fall off, then the dynamic performance of the honeycomb aluminum meets the requirements of the cuboid box impact test, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the requirements of the cuboid box impact test.

[0042] 6. Offset beam impact test.

[0043] The honeycomb aluminum is installed on the force wall, the force wall is installed on the fixed rigid barrier, and the force wall cannot move during the test. A rigid beam barrier is installed at the front end of the trolley. Acceleration sensors are installed at the center of mass position to record the displacement of the trolley and the deformation of the honeycomb aluminum. The beam is a simplified rigid barrier simulating the front end bumper of a vehicle. Before the test, the honeycomb aluminum and the tubular frame barrier need to be finely positioned. The barrier is offset and overlapped with the honeycomb aluminum in the transverse direction, the offset rate is set according to the requirements, and the barrier is generally in the central position relative to the honeycomb aluminum in the vertical direction, which can be adjusted according to actual needs. The design purpose of the offset overlap amount in the transverse direction is to simulate the deformation effect of the honeycomb aluminum in the MPDB test. The test offset should be controlled within ±10mm. After the test, the trolley center of mass acceleration sensor data and the force unit data on the force wall are collected, and the deformation of the honeycomb aluminum and the failure mode are checked.

[0044] The trolley hits the force wall, and the test schematic diagram is shown in Figure 9 The pressure collected by the force unit on the force wall determines the stiffness curve of the honeycomb aluminum.

[0045] According to the honeycomb aluminum stiffness curve after multiple (>10) offset beam impact tests, the second set channel is determined; see the above text for details, which will not be repeated here. The honeycomb aluminum stiffness curve is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum. Specifically, (1) the honeycomb aluminum stiffness curve should fall within the second set channel; (2) the honeycomb aluminum skin sheet metal should not tear, the internal honeycomb aluminum blocks should remain in a cohesive relationship, and should not fall off, then the dynamic performance of the honeycomb aluminum meets the requirements of the offset beam impact test, and the subsequent test is continued. Otherwise, the dynamic performance of the honeycomb aluminum does not meet the requirements of the offset beam impact test.

[0046] S140, in the target car-subject car collision test, the acceleration-displacement curve of the target car, the acceleration-displacement curve of the subject car, the deformation of the target car, and the injury value of the dummy in the target car are collected.

[0047] One of the principles and purposes of developing MPDB test conditions is to restore the real car-to-car frontal collision accident, so the real vehicle verification test is the highest level and dimension verification method for honeycomb aluminum performance verification, which can compare the energy absorption characteristics of the vehicle front end and the honeycomb aluminum, and verify the mechanical performance consistency of the honeycomb aluminum and the vehicle front end structure. The real vehicle verification test includes two parts, target car-subject car collision test and test car-rail car collision test.

[0048] In the target car-subject car collision test, two real vehicles are used for collision, which are target car and subject car. Among them, the subject car should be selected as the vehicle type represented by MPDB mobile barrier, such as small car or compact SUV, etc. There is no excessive requirement on the target car in terms of vehicle type, but two vehicles of the same type should be prepared for target car-subject car collision test and test car-rail car test, i.e. the test car in test car-rail car is the same as the target car in target car-subject car collision test.

[0049] In the target car-subject car collision test, the target car and the subject car have the same speed, for example, 50 km / h, and travel in opposite directions with a lateral overlap rate of 50%, as shown in Figure 10 The acceleration sensor is installed at the vehicle body mass center position and below the B-pillar to record the acceleration change during the collision process. The characteristic points are marked at the characteristic positions of the vehicle front bumper and the passenger compartment (A-pillar, B-pillar, pedal, rotating tube, driver's foot area) to measure the deformation before and after the test. A dummy is placed in the target car to record the passenger injury. The number and type of dummies placed are determined according to the actual situation. High-speed cameras are arranged around the vehicle to capture the motion posture of the vehicle during the collision process. The data collected during the test include: (1) The target vehicle and the bullet vehicle's body acceleration sensor data, after processing, can generate acceleration-time curve and acceleration-displacement curve; (2) The target vehicle and the bullet vehicle's front bumper and passenger compartment feature position test before and after the coordinate value, after processing, can get the deformation of the front bumper and passenger compartment feature position; (3) The target vehicle dummy sensor data, after processing, can get the dummy injury value.

[0050] S150, in the test vehicle-trolley collision test, the acceleration-displacement curve of the test vehicle, the acceleration-displacement curve of the trolley, the deformation of the test vehicle, and the injury value of the dummy in the test vehicle are collected.

[0051] In the test vehicle-trolley collision test, the test vehicle and the trolley have the same speed, both are 50km / h, run towards each other, the lateral overlap rate is 50%, and the MPDB honeycomb aluminum is installed on the trolley. As shown in Figure 11 .

[0052] The acceleration sensor is installed at the mass center position of the test vehicle body and below the B column to record the acceleration change during the collision. The characteristic points are marked at the characteristic positions of the vehicle front bumper and passenger compartment (A column, B column, pedal, rotating pipe, main and auxiliary driver foot area) to measure the deformation before and after the test. The dummy is placed in the test vehicle to record the passenger injury situation. The number, configuration and seating position of the dummy should be the same as those in the target vehicle of the vehicle-to-vehicle test. The acceleration sensor is installed at the mass center position of the trolley to record the acceleration change during the collision. High-speed cameras are arranged around the vehicle to capture the motion posture of the vehicle during the collision. The data collected in the test vehicle-trolley collision test includes: (1) The test vehicle's body acceleration sensor data, after processing, can generate acceleration-time curve and acceleration-displacement curve; (2) The trolley mass center acceleration sensor data, after processing, can generate acceleration-time curve and acceleration-displacement curve; (3) The test vehicle's front bumper and passenger compartment feature position test before and after the coordinate value, after processing, can get the deformation of the front bumper and passenger compartment feature position; (4) The test vehicle dummy sensor data, after processing, can get the dummy injury value.

[0053] After the data collection is completed, the comprehensive comparison operation is performed.

[0054] S160, compare and analyze the data collected in the target vehicle-bullet vehicle collision test with the data collected in the test vehicle-trolley collision test to verify whether the performance of the honeycomb aluminum meets the front end stiffness characteristics of the real vehicle.

[0055] In an embodiment, a first correlation coefficient, a first acceleration peak value and a first maximum displacement amount of an acceleration-displacement curve of the target vehicle and an acceleration-displacement curve of the test vehicle are calculated; and whether the honeycomb aluminum performance conforms to the front end stiffness characteristic of the real vehicle is verified according to the first correlation coefficient, a first acceleration peak value difference and a first maximum displacement amount difference.

[0056] The higher the first correlation coefficient is, the better the consistency of the two curves is, and the smaller the parameter value difference is, which proves that the test vehicle test result is closer to the target vehicle-bullet vehicle test result, and the honeycomb aluminum performance is closer to the front end stiffness characteristic of the real vehicle. The first correlation coefficient is calculated by the following formula: ; n points are extracted on the acceleration-displacement curve of the target vehicle and the acceleration-displacement curve of the test vehicle respectively, 、 respectively, the acceleration value of the i th point on the acceleration-displacement curve of the target vehicle, the average acceleration value, and respectively, the acceleration value of the i th point on the acceleration-displacement curve of the test vehicle, the average acceleration value. r is the first correlation coefficient.

[0057] If the first correlation coefficient is greater than or equal to a set value, and the first acceleration peak value difference and the first maximum displacement amount difference are both less than or equal to a set value, it is proved that the two curves basically match, and the honeycomb aluminum performance conforms to the front end stiffness characteristic of the real vehicle; otherwise, the first correlation coefficient is less than the set value, or the first acceleration peak value difference is greater than the set value, or the first maximum displacement amount difference is greater than the set value, which means that there is a certain difference between the two curves, and the honeycomb aluminum performance does not conform to the front end stiffness characteristic of the real vehicle.

[0058] In an embodiment, a second correlation coefficient, a second acceleration peak value and a second maximum displacement amount of an acceleration-displacement curve of the bullet vehicle and an acceleration-displacement curve of the test vehicle are calculated; and whether the honeycomb aluminum performance conforms to the front end stiffness characteristic of the real vehicle is verified according to the second correlation coefficient, a second acceleration peak value difference and a second maximum displacement amount difference.

[0059] The calculation process of the second correlation coefficient is described above and will not be described here.

[0060] If the second correlation coefficient is greater than or equal to a set value, and the second acceleration peak difference and the second maximum displacement difference are both less than or equal to a set value, it is indicated that the two curves basically match, and the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle; otherwise, the second correlation coefficient is less than the set value, or the second acceleration peak difference is greater than the set value, or the second maximum displacement difference is greater than the set value, it is indicated that there is a certain difference between the two curves, and the performance of the honeycomb aluminum does not conform to the front end stiffness characteristics of the real vehicle.

[0061] In an embodiment, the closer the body deformation of the test vehicle to the body deformation of the target vehicle, the closer the performance of the honeycomb aluminum to the front end stiffness characteristics of the real vehicle from a macro perspective. Based on this, the deformation of the target vehicle is compared and analyzed with the deformation of the test vehicle.

[0062] For the body structure deformation, a structure deformation difference index BSI is proposed to evaluate the consistency of the body deformation. For each feature point, the absolute value of the difference between the body deformation of the test vehicle caused by the crash barrier and the body deformation of the target vehicle is calculated : ; The of all feature points is calculated : ; wherein m is the total number of feature points, and the difference index is

[0063] The smaller the value, the closer the performance of the honeycomb aluminum to the front end stiffness characteristics of the real vehicle. Then, if the deformation difference index is less than or equal to a set value, the deformation performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle; otherwise, it does not conform to the front end stiffness characteristics of the real vehicle.

[0064] In an embodiment, the injury values of the test vehicle dummy and the injury values of the target vehicle dummy are compared and analyzed to verify whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle.

[0065] For each position of the dummy, the closer the dummy injury values of the same part, the closer the scores, indicating that the test vehicle-rail car test result is closer to the target vehicle-bullet car test result, and the performance of the honeycomb aluminum is closer to the front end stiffness characteristics of the real vehicle. Then, if the injury value difference of each part is less than or equal to a set value, the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle; otherwise, it does not conform to the front end stiffness characteristics of the real vehicle.

[0066] It should be noted that the above 4-dimensional comparative analysis results are consistent, and it is verified that the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle; if any of the comparative analysis results is inconsistent, it indicates that the performance of the honeycomb aluminum does not conform to the front end stiffness characteristics of the real vehicle.

[0067] The embodiment of the present application also provides an MPDB honeycomb aluminum performance verification system, comprising: a honeycomb aluminum, a trolley, a test vehicle, a target vehicle, a bullet vehicle, a force wall, a rigid impact head and a data processing unit. The rigid impact head at least comprises: a rigid round corner flat plate barrier, a rigid round corner column barrier, a rigid pipe frame barrier, a rigid cuboid box barrier and a rigid cross beam barrier; the data processing unit executes the MPDB honeycomb aluminum performance verification method provided by the above embodiment and has the corresponding technical effects.

[0068] It should be understood that the various forms of the flow shown above can be used to reorder, add or delete steps. For example, each step described in the present application can be executed in parallel, sequentially or in a different order, as long as the desired results of the technical solutions disclosed in the present application can be achieved, which is not limited herein.

[0069] The above specific embodiments do not constitute a limitation on the protection scope of the present application. Those skilled in the art should understand that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent replacement and improvement made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A method for verifying the performance of MPDB honeycomb aluminum, characterized in that, The method comprises the following steps: The honeycomb aluminum is subjected to a quasi-static compression test, a dynamic test and a real vehicle test in sequence; the real vehicle test comprises a target vehicle-bullet vehicle collision test and a test vehicle-trolley collision test; the front end of the trolley is provided with the honeycomb aluminum; In the quasi-static compression test, the stiffness curve of the honeycomb aluminum is compared with a first set channel to verify the static performance of the honeycomb aluminum; In the dynamic test, the honeycomb aluminum is impacted, the stiffness curve of the honeycomb aluminum is compared with a second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum; In the target vehicle-bullet vehicle collision test, the acceleration-displacement curve of the target vehicle, the acceleration-displacement curve of the bullet vehicle, the deformation amount of the target vehicle and the injury value of the dummy in the target vehicle are collected; In the test vehicle-trolley collision test, the acceleration-displacement curve of the test vehicle, the acceleration-displacement curve of the trolley, the deformation amount of the test vehicle and the injury value of the dummy in the test vehicle are collected; The data collected in the target vehicle-bullet vehicle collision test and the data collected in the test vehicle-trolley collision test are compared and analyzed to verify whether the performance of the honeycomb aluminum meets the front end stiffness characteristics of a real vehicle.

2. The MPDB honeycomb performance verification method of claim 1, wherein, In the quasi-static compression test, the stiffness curve of the honeycomb aluminum is compared with a first set channel to verify the static performance of the honeycomb aluminum, comprising: In the quasi-static compression test, a stress-displacement theoretical curve is obtained; The stress-displacement theoretical curve is moved up and down by a set distance to obtain the first set channel; The stiffness curve of the honeycomb aluminum is compared with the first set channel to verify the static performance of the honeycomb aluminum.

3. The MPDB honeycomb performance verification method of claim 1, wherein, The dynamic test comprises a full-width force wall collision test, a bias round-corner plate impact test, a round-corner column impact test, a pipe frame impact test, a cuboid box impact test and a bias beam impact test.

4. The MPDB honeycomb performance verification method of claim 3, wherein, In the dynamic test, the honeycomb aluminum is impacted, the stiffness curve of the honeycomb aluminum is compared with a second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum, comprising: In the full-width force wall collision test, the honeycomb aluminum is installed on the trolley, and the force wall is installed on the fixed rigid barrier; The trolley impacts the force wall, and the stiffness curve of the honeycomb aluminum is determined according to the pressure collected by the force unit on the force wall; The stiffness curves of the honeycomb aluminum after multiple dynamic tests are superimposed to determine the second set channel; The stiffness curve of the honeycomb aluminum is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum.

5. The MPDB honeycomb performance verification method of claim 1, wherein, In the dynamic test, the honeycomb aluminum is impacted, the stiffness curve of the honeycomb aluminum is compared with a second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum, comprising: In the bias round-corner plate impact test, the round-corner column impact test, the pipe frame impact test, the cuboid box impact test or the bias beam impact test, the honeycomb aluminum is installed on the force wall, the force wall is installed on the fixed rigid barrier, and the front end of the trolley is provided with a rigid round-corner plate barrier, a rigid round-corner column barrier, a rigid pipe frame barrier, a rigid cuboid box barrier or a rigid beam barrier; The trolley collides with the force wall, and the stiffness curve of the honeycomb aluminum is determined according to the pressure collected by the force unit on the force wall; The second set channel is determined according to the stiffness curve of the honeycomb aluminum after multiple dynamic tests; The stiffness curve of the honeycomb aluminum is compared with the second set channel, and the deformation degree of the honeycomb aluminum is checked to verify the dynamic performance of the honeycomb aluminum.

6. The MPDB honeycomb performance verification method of claim 1, wherein, Also includes: In the target car-bullet car collision test, the speed of the target car and the bullet car is the same, and the lateral overlap rate is 50%; In the test car-trolley collision test, the speed of the test car and the trolley is the same, and the lateral overlap rate is 50%.

7. The MPDB honeycomb performance verification method of claim 6, wherein, The data collected in the target car-bullet car collision test is compared and analyzed with the data collected in the test car-trolley collision test to verify whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle, including: The first correlation coefficient, the first acceleration peak value and the first maximum displacement of the acceleration-displacement curve of the target car and the test car are calculated; According to the first correlation coefficient, the first acceleration peak value difference and the first maximum displacement difference, it is verified whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle.

8. The MPDB honeycomb performance verification method of claim 6, wherein, The second correlation coefficient, the second acceleration peak value and the second maximum displacement of the acceleration-displacement curve of the bullet car and the trolley are calculated; According to the second correlation coefficient, the second acceleration peak value difference and the second maximum displacement difference, it is verified whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle. The data collected in the target car-bullet car collision test is compared and analyzed with the data collected in the test car-trolley collision test to verify whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle, including:

9. The MPDB honeycomb performance verification method of claim 6, wherein, The deformation of the target car is compared and analyzed with the deformation of the test car; The injury value of the dummy in the test car is compared and analyzed with the injury value of the dummy in the target car to verify whether the performance of the honeycomb aluminum conforms to the front end stiffness characteristics of the real vehicle. Including:

10. A MPDB honeycomb performance verification system, characterized in that, Honeycomb aluminum, trolley, test car, target car, bullet car, force wall, rigid impact head and data processing unit; The rigid impact head at least includes: rigid round corner flat plate barrier, rigid round corner column barrier, rigid pipe frame barrier, rigid cuboid box barrier and rigid beam barrier; The data processing unit performs the MPDB honeycomb aluminum performance verification method of any one of claims 1-9. ​

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