Vehicle body rear structure design method and device and vehicle

Abstract

The invention provides a vehicle body rear structure design method and device and a vehicle, and is applied to the field of vehicle energy absorption. The vehicle body rear structure comprises a first force transmission structure, a second force transmission structure and a third force transmission structure, the first force transmission structure and the third force transmission structure are located on the upper side and the lower side of the second force transmission structure respectively, the second force transmission structure comprises a die-casting rear floor and a longitudinal beam rear section arranged on the rear portion of the die-casting rear floor, and the longitudinal beam rear section is made of an energy absorption structure; the method comprises the steps that target collision energy needing to be absorbed by a vehicle when the rear portion of the vehicle is collided is obtained; according to the target collision energy, the length and the material thickness of the longitudinal beam rear section are determined, so that when the rear portion of the vehicle is collided, the second force transmission structure absorbs energy through collapse of the longitudinal beam rear section, and the energy absorption capacity of the second force transmission structure is larger than the sum of the energy absorption capacity of the first force transmission structure and the energy absorption capacity of the third force transmission structure. The energy absorption capacity of the vehicle body rear structure can be improved, the increased collision energy absorption requirement can be met, and the safety of passengers in a vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle energy absorption technology, and in particular to a method, device and vehicle for designing the rear structure of a vehicle body. Background Technology

[0002] With the continuous development of the economy, vehicles have become one of the main means of transportation, and vehicle performance has become a key focus of attention. In related technologies, when a rear-end collision occurs, vehicles are typically designed with a series of safety features to absorb the energy generated by the collision, thereby reducing the impact force transmitted to the passenger compartment and effectively protecting the occupants from serious injury.

[0003] However, with increasing vehicle speeds and curb weight, the rear structure of the vehicle body needs to absorb more collision energy in the event of a rear-end collision. Existing rear structures are unable to meet this increased energy absorption requirement, compromising passenger safety. Summary of the Invention

[0004] This application provides a method, device, and vehicle for designing a rear structure of a vehicle body, in order to solve the problem that existing rear structures of vehicle bodies cannot meet the increased requirements for absorbing collision energy, thus affecting the safety of passengers inside the vehicle.

[0005] In a first aspect, the embodiments of this application provide a method for designing a rear structure of a vehicle body. The rear structure of the vehicle body includes a first force transmission structure, a second force transmission structure and a third force transmission structure. The first force transmission structure and the third force transmission structure are located on the upper and lower sides of the second force transmission structure, respectively. The second force transmission structure includes a die-cast rear floor and a rear section of a longitudinal beam disposed at the rear of the die-cast rear floor. The rear section of the longitudinal beam is made of an energy-absorbing structure.

[0006] The aforementioned vehicle rear structure design method may include:

[0007] To obtain the target collision energy that the vehicle needs to absorb when a rear-end collision occurs;

[0008] Based on the target collision energy, the length and material thickness of the rear section of the longitudinal beam are determined so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first and third force transmission structures.

[0009] The rear structure of the vehicle body in this embodiment includes a first force transmission structure, a second force transmission structure, and a third force transmission structure. The second force transmission structure includes a rear section of a longitudinal beam, which is made of an energy-absorbing structure. This embodiment determines the length and thickness of the rear section of the longitudinal beam based on the target collision energy the vehicle needs to absorb during a rear-end collision. This allows the second force transmission structure to absorb energy through the collapse of the rear section of the longitudinal beam during a rear-end collision, making its energy absorption capacity greater than the sum of the energy absorption capacities of the first and third force transmission structures. In other words, by adjusting the length and thickness of the rear section of the longitudinal beam in the second force transmission structure, the energy absorption capacity of the second force transmission structure is improved, thereby enhancing the energy absorption capacity of the rear structure of the vehicle body. This meets the increased collision energy absorption requirements, thus improving the safety of passengers inside the vehicle. Furthermore, this embodiment only considers the length and thickness of the rear section of the longitudinal beam to improve the energy absorption capacity of the rear structure of the vehicle body, thus improving the energy absorption capacity of the rear structure of the vehicle body without making significant modifications.

[0010] In one possible implementation, the length and material thickness of the rear section of the longitudinal beam are determined based on the target collision energy, including:

[0011] Based on the target collision energy and the energy absorption ratio of the second force transmission structure, the energy that the second force transmission structure needs to share is determined; the energy absorption ratio of the second force transmission structure is the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures.

[0012] Based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0013] Obtain the pre-stored material thickness range of the rear section of the longitudinal beam, determine the material thickness of the rear section of the longitudinal beam based on the material thickness range, and obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam.

[0014] The length of the rear section of the longitudinal beam is determined based on the energy it needs to bear and its unit energy absorption capacity.

[0015] This embodiment of the application determines the material thickness of the rear section of the longitudinal beam by pre-stored material thickness range, and then determines the length of the rear section of the longitudinal beam by combining the target collision energy, the energy absorption ratio of the second force transmission structure and the material thickness of the rear section of the longitudinal beam. Thus, the length and material thickness of the rear section of the longitudinal beam can be quantitatively determined. Compared with the related technology that determines the length and material thickness of the rear section of the longitudinal beam through experience, it can ensure that the final designed rear structure of the vehicle body can absorb the target collision energy and avoid affecting the safety of passengers inside the vehicle.

[0016] In one possible implementation, the second force transmission structure also includes a rear anti-collision beam located at the rear of the longitudinal beam.

[0017] Based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined, including:

[0018] To obtain the energy absorption capacity of the rear bumper beam;

[0019] Based on the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0020] In this embodiment of the application, when a vehicle is involved in a rear-end collision, the second force transmission structure first absorbs the collision energy through the rear anti-collision beam, and then absorbs the collision energy through the rear section of the longitudinal beam in front of the rear anti-collision beam. Therefore, by considering the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear can be accurately determined.

[0021] In one possible implementation, the unit energy absorption capacity of the rear section of the longitudinal beam is obtained based on the material thickness of the rear section, including:

[0022] Determine the unit weight of the rear section of the longitudinal beam based on the material thickness of the rear section.

[0023] The unit energy absorption capacity of the rear section of the longitudinal beam is determined based on the unit weight of the rear section.

[0024] In this embodiment of the application, after determining the material thickness of the rear section of the longitudinal beam, the unit weight of the rear section of the longitudinal beam can be determined, and then the unit energy absorption capacity of the rear section of the longitudinal beam can be accurately determined based on the unit weight of the rear section of the longitudinal beam.

[0025] In one possible implementation, before obtaining the pre-stored material thickness range of the rear section of the longitudinal beam, the following is also included:

[0026] Obtain the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness of the die-cast floor at the connection point with the rear section of the longitudinal beam; wherein the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor.

[0027] Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness at the connection, the range of material thickness for the rear section of the longitudinal beam is determined.

[0028] In this embodiment, the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor. Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, and the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam, the determined material thickness range of the rear section of the longitudinal beam can cause the rear section of the longitudinal beam to collapse and absorb energy before the die-cast floor when the vehicle is involved in a rear-end collision, thereby minimizing the deformation of the die-cast floor and facilitating subsequent repairs.

[0029] In one possible implementation, the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures is greater than or equal to 60%.

[0030] In this embodiment, the energy absorption capacity of the second force transmission structure is greater than or equal to 60%, thereby improving the energy absorption capacity of the second force transmission structure without changing the first and third force transmission structures, and thus improving the energy absorption capacity of the rear structure of the vehicle body.

[0031] In one possible implementation, the material thickness of the rear section of the longitudinal beam is the upper limit of the material thickness range.

[0032] The thicker the material at the rear section of the longitudinal beam, the higher its energy absorption capacity. Therefore, in this embodiment, the material thickness at the rear section of the longitudinal beam is determined as the upper limit of the allowable material thickness range so that the energy absorption capacity of the rear section of the longitudinal beam reaches its best within the allowable range.

[0033] In one possible implementation, obtaining the target collision energy that the vehicle needs to absorb in the event of a rear-end collision includes:

[0034] Obtain the collision speed of the vehicle in a rear-end collision, as well as the mass of the moving barrier;

[0035] Based on the collision speed and the mass of the moving barrier, determine the target collision energy that the vehicle needs to absorb in the event of a rear-end collision.

[0036] The relevant standards specify the collision speed and the mass of the moving barrier when a vehicle is involved in a rear-end collision. Based on this, the target collision energy that the vehicle needs to absorb when it is involved in a rear-end collision is calculated. The relevant parameters of the rear structure of the vehicle body are then determined based on this target collision energy, so that the energy absorption capacity of the rear structure of the vehicle body designed based on these parameters can meet the requirements of the relevant standards.

[0037] Secondly, this application provides a vehicle rear structure design device. The vehicle rear structure includes a first force transmission structure, a second force transmission structure and a third force transmission structure. The first force transmission structure and the third force transmission structure are located on the upper and lower sides of the second force transmission structure, respectively. The second force transmission structure includes a die-cast rear floor and a longitudinal beam rear section disposed at the rear of the die-cast rear floor. The longitudinal beam rear section is made of an energy-absorbing structure.

[0038] The rear structure design components of the vehicle body include:

[0039] The acquisition module is used to acquire the target collision energy that the vehicle needs to absorb when a rear-end collision occurs.

[0040] The processing module is used to determine the length and thickness of the rear section of the longitudinal beam based on the target collision energy, so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first and third force transmission structures.

[0041] Thirdly, embodiments of this application provide an electronic device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the vehicle rear structure design method as described in the first aspect or any possible implementation of the first aspect.

[0042] Fourthly, embodiments of this application provide a rear structure of a vehicle body, designed using the rear structure design method of the vehicle body as described in the first aspect or any possible implementation thereof.

[0043] Fifthly, embodiments of this application provide a vehicle including a rear body structure as described in the fourth aspect.

[0044] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle rear structure design method as described in the first aspect or any possible implementation thereof.

[0045] It is understood that the beneficial effects of the second to sixth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0046] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a schematic diagram of the rear structure of a vehicle body provided in one embodiment of this application;

[0049] Figure 2 This is a schematic flowchart of a vehicle rear structure design method provided in an embodiment of this application;

[0050] Figure 3 This is a schematic diagram from a first perspective of a second force transmission structure provided in an embodiment of this application;

[0051] Figure 4 This is a schematic diagram from a second perspective of a second force transmission structure provided in an embodiment of this application;

[0052] Figure 5This is a schematic diagram of the material thickness of the rear section of the longitudinal beam according to an embodiment of this application;

[0053] Figure 6 This is a flowchart illustrating a vehicle rear structure design method according to another embodiment of this application;

[0054] Figure 7 This is a schematic diagram of the structure of the vehicle rear structure design device provided in one embodiment of this application;

[0055] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0056] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0057] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0058] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0059] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0060] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0061] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0062] Figure 1 This is a schematic diagram of the rear structure of a vehicle body provided in an embodiment of this application. The rear structure includes a first force transmission structure 11, a second force transmission structure 12, and a third force transmission structure 13. When a rear-end collision occurs, the first force transmission structure 11, the second force transmission structure 12, and the third force transmission structure 13 can jointly absorb the energy generated by the rear-end collision, thereby reducing the impact force transmitted to the passenger compartment and effectively protecting the occupants and reducing injuries to them.

[0063] However, with the development of related technologies and the continuous improvement of vehicle performance, the stipulated collision energy for rear-end collisions has been significantly increased in relevant standards, by approximately 27%. For example, as vehicle speeds and curb weight increase, the rear structure of the vehicle body needs to absorb more collision energy in a rear-end collision. Existing rear structure designs cannot meet the increased energy absorption requirements, affecting passenger safety. Therefore, designing a rear structure to meet the growing demand for collision energy absorption is a pressing issue that needs to be addressed.

[0064] To address the aforementioned issues, this application provides a method for designing a rear structure of a vehicle body. In this embodiment, by adjusting the length and thickness of the rear section of the longitudinal beam in the second force transmission structure, the energy absorption capacity of the second force transmission structure is enhanced. This results in the energy absorption capacity of the second force transmission structure being greater than the sum of the energy absorption capacities of the first and third force transmission structures, thereby increasing the energy absorption capacity of the rear structure of the vehicle body. This meets the increased demand for absorbing collision energy and improves the safety of passengers inside the vehicle. Furthermore, this application only considers the length and thickness of the rear section of the longitudinal beam to enhance the energy absorption capacity of the rear structure of the vehicle body, thus improving the energy absorption capacity of the rear structure of the vehicle body without making significant modifications.

[0065] The following is combined Figure 1 The rear structure of the vehicle body, for reference Figures 2-6 This describes a vehicle rear structure design method provided according to an exemplary embodiment of this application. It should be noted that the above... Figure 1 The rear vehicle structure shown is merely for the purpose of understanding the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable rear vehicle structure.

[0066] It should be noted that the embodiments of this application can be applied to electronic devices, such as computing terminal devices or servers, and the vehicle rear structure design method provided by the exemplary embodiments of this application can be executed on computing terminal devices or servers.

[0067] It should be noted that the vehicle rear structure design method provided according to the exemplary embodiments of this application can be executed on the same device or on different devices.

[0068] refer to Figure 2 , Figure 2 This is a flowchart illustrating a vehicle rear structure design method according to an embodiment of this application. See also... Figure 1 , Figure 3 and Figure 4 The rear structure of the vehicle body includes a first force transmission structure 11, a second force transmission structure 12 and a third force transmission structure 13. The first force transmission structure 11 and the third force transmission structure 13 are located on the upper and lower sides of the second force transmission structure 12, respectively. The second force transmission structure 12 includes a die-cast rear floor 121 and a rear section 122 of a longitudinal beam disposed at the rear of the die-cast rear floor 121. The rear section 122 of the longitudinal beam is made of an energy-absorbing structure.

[0069] The first force transmission structure 11 can be located above the second force transmission structure 12 and can be an upper vehicle body force transmission structure. The second force transmission structure 12 can be a lower vehicle body force transmission structure. The third force transmission structure 13 can be located below the second force transmission structure 12 and can be a subframe force transmission structure. The first force transmission structure 11, the second force transmission structure 12, and the third force transmission structure 13 can all absorb collision energy in the event of a rear-end collision.

[0070] With the widespread adoption of die-casting technology for vehicle bodies, more and more vehicles are beginning to utilize this technology, particularly in the die-casting of rear floor panels. The application of die-cast rear floor panels enables the integrated manufacturing of complex structures, significantly reducing the number of parts, simplifying the assembly process, and improving production efficiency. It also contributes to vehicle weight reduction, enhancing range and safety. Therefore, see [link to relevant documentation]. Figure 3 and Figure 4 The second force transmission structure 12 in this application embodiment includes the die-cast floor 121 and a longitudinal beam rear section 122 disposed at the rear of the die-cast floor 121. The longitudinal beam rear section 122 is made of an energy-absorbing structure, for example, it can be made of extruded aluminum profile.

[0071] See Figure 4 The left and right sides of the die-cast floor 121 can both be provided with the aforementioned rear section 122 of the longitudinal beam. When a rear-end collision occurs, the second force transmission structure 12 can absorb the collision energy through the rear section 122 of the longitudinal beam.

[0072] In the event of a rear-end collision, the first force transmission structure 11 can absorb collision energy through the rear bumper, rear fenders, and rear doors, while the third force transmission structure 13 can absorb collision energy through the rear subframe longitudinal beams and connecting longitudinal beams. (See also...) Figure 1 , Figure 1 Arrows indicate the force transmission directions of the first force transmission structure 11, the second force transmission structure 12, and the third force transmission structure 13 when a rear-end collision occurs.

[0073] It should be noted that the front and rear as described in the embodiments of this application are consistent with the front and rear of a vehicle.

[0074] like Figure 2 As shown, the vehicle rear structure design method in this application embodiment may include:

[0075] Step 201: Obtain the target collision energy that the vehicle needs to absorb when a rear-end collision occurs.

[0076] Rear-end collisions can also be referred to as tail-end collisions. In this application, the collision energy that a vehicle needs to absorb during a rear-end collision is referred to as the target collision energy. Specifically, the collision energy that a vehicle needs to absorb during a rear-end collision can be the collision energy that the rear structure of the vehicle body needs to absorb during a rear-end collision.

[0077] The collision energy that a vehicle needs to absorb in a rear-end collision can be understood as the energy absorbed by the vehicle to prevent or greatly reduce injury to passengers in the vehicle.

[0078] The collision energy of the target mentioned above can be calculated according to the relevant provisions or requirements in the corresponding standards, or it can be calculated according to actual use needs. No specific restrictions are made here.

[0079] Step 202: Based on the target collision energy, determine the length and material thickness of the rear section of the longitudinal beam so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first and third force transmission structures.

[0080] This embodiment of the application can calculate the length and thickness of the rear section of the longitudinal beam based on the target collision energy. This allows the second force transmission structure to absorb energy through the collapse of the rear section of the longitudinal beam during a rear-end collision, thereby making the energy absorption capacity of the second force transmission structure greater than the sum of the energy absorption capacities of the first and third force transmission structures. Furthermore, the sum of the energy absorbed by the first, second, and third force transmission structures can also be greater than or equal to the aforementioned target collision energy. See also... Figures 3 to 5The length of the rear section of the longitudinal beam is represented by L, which can be the length between the connection between the die-cast floor and the rear section of the longitudinal beam, and the connection between the rear section of the longitudinal beam and the rear bumper beam. The thickness of the rear section of the longitudinal beam is represented by D.

[0081] The energy absorption capacity of the first force transmission structure, the second force transmission structure, and the third force transmission structure can be expressed by the maximum collision energy they can absorb.

[0082] In related technologies, the energy absorption capacity of the second force transmission structure may be greater than that of the first force transmission structure, and also greater than that of the third force transmission structure. However, the energy absorption capacity of the second force transmission structure is not greater than the sum of the energy absorption capacities of the first and third force transmission structures. For example, the energy absorption ratio of the first, second, and third force transmission structures may be 3:4:3, etc. In this application embodiment, considering that the second force transmission structure is the most direct energy absorber in a rear-end collision, the length and thickness of the rear section of the longitudinal beam are adjusted according to the target collision energy to enhance the energy absorption capacity of the second force transmission structure. This is equivalent to keeping the first and third force transmission structures unchanged while increasing the energy absorption capacity of the second force transmission structure. Therefore, in a rear-end collision, the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first and third force transmission structures, thereby improving the overall energy absorption capacity of the rear structure of the vehicle body.

[0083] Furthermore, considering vehicle layout and space constraints, when it is necessary to improve the energy absorption capacity of the rear structure of the vehicle body, modifications to the first and third force transmission structures, as well as other structures of the second force transmission structure, may require significant alterations, or the alterations may not be able to meet the increased collision energy absorption requirements, etc. Therefore, this embodiment of the application chooses to modify the length and thickness of the rear section of the longitudinal beam, so that the rear structure of the vehicle body can meet the increased collision energy absorption requirements. The other structures of the aforementioned second force transmission structure refer to the structures in the second force transmission structure other than the aforementioned rear section of the longitudinal beam.

[0084] The rear structure of the vehicle body in this embodiment includes a first force transmission structure, a second force transmission structure, and a third force transmission structure. The second force transmission structure includes a rear section of a longitudinal beam, which is made of an energy-absorbing structure. This embodiment determines the length and thickness of the rear section of the longitudinal beam based on the target collision energy the vehicle needs to absorb during a rear-end collision. This allows the second force transmission structure to absorb energy through the collapse of the rear section of the longitudinal beam during a rear-end collision, making its energy absorption capacity greater than the sum of the energy absorption capacities of the first and third force transmission structures. In other words, by adjusting the length and thickness of the rear section of the longitudinal beam in the second force transmission structure, the energy absorption capacity of the second force transmission structure is improved, thereby enhancing the energy absorption capacity of the rear structure of the vehicle body. This meets the increased collision energy absorption requirements, thus improving the safety of passengers inside the vehicle. Furthermore, this embodiment only considers the length and thickness of the rear section of the longitudinal beam to improve the energy absorption capacity of the rear structure of the vehicle body, thus improving the energy absorption capacity of the rear structure of the vehicle body without making significant modifications.

[0085] The foregoing embodiments introduced the overall process of the vehicle rear structure design method, which involves determining the length and material thickness of the rear section of the longitudinal beam based on the target collision energy. The following further describes how to determine the length and material thickness of the rear section of the longitudinal beam based on the target collision energy.

[0086] In some embodiments, in step 202, determining the length and thickness of the rear section of the longitudinal beam based on the target collision energy may include:

[0087] Based on the target collision energy and the energy absorption ratio of the second force transmission structure, the energy that the second force transmission structure needs to share is determined; the energy absorption ratio of the second force transmission structure is the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures.

[0088] Based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0089] Obtain the pre-stored material thickness range of the rear section of the longitudinal beam, determine the material thickness of the rear section of the longitudinal beam based on the material thickness range, and obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam.

[0090] The length of the rear section of the longitudinal beam is determined based on the energy it needs to bear and its unit energy absorption capacity.

[0091] In one possible implementation, the energy absorption ratio of the second force transmission structure can be determined by simulation analysis using appropriate software to determine the proportional relationship of the energy absorption capabilities of the first, second, and third force transmission structures, and the energy absorption ratio of the second force transmission structure can be determined based on this proportional relationship.

[0092] For example, a simulation analysis can be performed on the digital model of the vehicle. The Hyperview module of the Hyperworks software package can be used for post-processing. The binout curve in the Hyperview module can be read, the matsum curve can be selected, and the energy absorption effect of the corresponding part / component can be measured. Based on the simulation analysis data, the energy distribution of the first, second, and third force transmission structures can be sorted out. After data verification, the proportional relationship of the energy absorption capacity of the first, second, and third force transmission structures can be determined.

[0093] The ratio of the energy absorption capacity of the first force transmission structure, the second force transmission structure and the third force transmission structure can be 2:6:2, 1:6:3, 3:6:1, 1:7:2 or 2:7:1, etc.

[0094] In practical applications, to ensure that the final rear structure of the vehicle body can absorb the target collision energy, a 10% safety margin can be left when determining the energy absorption ratio of the second force transmission structure. For example, assuming the above ratio is 2:6:2, the energy absorption ratio of the second force transmission structure should be 60%. With the 10% safety margin, the energy absorption ratio of the second force transmission structure becomes 70%. Alternatively, the energy absorption ratio of the second force transmission structure becomes a range: 60%-70%, and the final calculated length of the rear section of the longitudinal beam is also a range. Designers can select a specific length value within this range for the design of the rear section of the longitudinal beam.

[0095] In another possible implementation, the energy absorption ratio of the second force transmission structure can also be determined according to actual usage requirements. For example, the energy absorption ratio of the second force transmission structure can be determined to be 60% or within the range of 60%-70%, etc., depending on actual needs.

[0096] The product of the target collision energy and the energy absorption ratio of the second force transmission structure is taken as the energy that the second force transmission structure needs to share. Then, by analyzing the specific energy-absorbing components of the second force transmission structure, the energy that the rear section of the longitudinal beam needs to bear can be determined based on the energy that the second force transmission structure needs to share. Next, the unit energy absorption capacity of the rear section of the longitudinal beam can be determined by the material thickness of the rear section. Finally, the length of the rear section of the longitudinal beam can be calculated based on the energy that the rear section needs to bear and its unit energy absorption capacity. That is, the energy that the rear section needs to bear is divided by its unit energy absorption capacity to obtain a ratio; this ratio is then multiplied by the unit length to obtain the length of the rear section of the longitudinal beam. The unit length can be set according to actual needs, for example, it can be 1mm, 10mm, or 100mm, etc.

[0097] Among them, see Figure 5 , Figure 5 A schematic diagram of the cross-section of the rear section of the longitudinal beam is shown, and the material thickness of the rear section of the longitudinal beam is as follows. Figure 5As shown in D, the interior of the rear section of the longitudinal beam can be a hollow cavity; therefore, the thickness of the rear section of the longitudinal beam is the thickness of the profile that surrounds the cavity. In some possible implementations, the interior of the rear section of the longitudinal beam can also include a reinforcing plate, which can increase its impact energy absorption capacity. The reinforcing plate can divide the interior of the rear section of the longitudinal beam into multiple cavities.

[0098] Considering that the layout of batteries and controllers in vehicles occupies a large amount of vehicle body space, there are certain limitations on the increase in the thickness of the rear section of the longitudinal beam. At the same time, considering that the strength of the rear section of the longitudinal beam is less than that of the die-cast floor, the embodiment of this application can predetermine and store the thickness range of the rear section of the longitudinal beam. Based on the thickness range of the rear section of the longitudinal beam, the thickness of the rear section of the longitudinal beam can be determined, and then the unit energy absorption capacity of the rear section of the longitudinal beam can be determined according to the thickness of the rear section of the longitudinal beam.

[0099] This embodiment of the application determines the material thickness of the rear section of the longitudinal beam by pre-stored material thickness range, and then determines the length of the rear section of the longitudinal beam by combining the target collision energy, the energy absorption ratio of the second force transmission structure and the material thickness of the rear section of the longitudinal beam. Thus, the length and material thickness of the rear section of the longitudinal beam can be quantitatively determined. Compared with the related technology that determines the length and material thickness of the rear section of the longitudinal beam through experience, it can ensure that the final designed rear structure of the vehicle body can absorb the target collision energy and avoid affecting the safety of passengers inside the vehicle.

[0100] In some embodiments, the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures is greater than or equal to 60%.

[0101] For example, the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures can be 60%, 65%, or 70%, etc., and its specific value can be determined according to actual needs.

[0102] In this embodiment, the second force transmission structure is mainly improved to enhance the energy absorption capacity of the rear structure of the vehicle body. When the first and third force transmission structures remain unchanged (i.e., their energy absorption capacities remain unchanged), increasing the proportion of energy absorption capacity of the second force transmission structure to greater than or equal to 60% can significantly improve its energy absorption capacity, thereby enhancing the energy absorption capacity of the rear structure of the vehicle body.

[0103] The foregoing embodiments described how to determine the length and material thickness of the rear section of the longitudinal beam based on the target collision energy. However, in the implementation process, it also involves determining the energy that the rear section of the longitudinal beam needs to bear based on the energy that the second force transmission structure needs to share, obtaining the unit energy absorption capacity of the rear section of the longitudinal beam and the material thickness range of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam. The following embodiments will sequentially describe how to determine the energy that the rear section of the longitudinal beam needs to bear based on the energy that the second force transmission structure needs to share, how to obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam, and how to determine the material thickness range of the rear section of the longitudinal beam.

[0104] In some embodiments, see Figure 3 and Figure 4 The second force transmission structure also includes a rear anti-collision beam 123 located at the rear of the longitudinal beam 122;

[0105] The energy required to be shared by the second force transmission structure, as described above, determines the energy that the rear section of the longitudinal beam needs to bear, including:

[0106] To obtain the energy absorption capacity of the rear bumper beam;

[0107] Based on the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0108] See Figure 3 and Figure 4 The second force transmission structure 12 can be a three-section structure, including a die-cast rear floor 121, a rear section of the longitudinal beam 122, and a rear bumper beam 123 arranged sequentially along the front-rear direction of the vehicle. Both the rear section of the longitudinal beam 122 and the rear bumper beam 123 can be made of extruded aluminum profiles and both have energy absorption capabilities.

[0109] When a rear-end collision occurs, the force transmission path of the second force transmission structure 12 is: rear bumper beam 121 → rear section of longitudinal beam 122 → die-cast rear floor 123. In order to prevent the die-cast rear floor 121 from deforming during a rear-end collision, thereby minimizing injury to passengers and facilitating minor modifications for subsequent maintenance, this embodiment of the application uses the rear bumper beam 123 and the rear section of longitudinal beam 122 to share the energy required by the second force transmission structure 12, eliminating the need for the die-cast rear floor 121 to absorb energy. That is, the energy required by the second force transmission structure 12 minus the energy absorption capacity of the rear bumper beam 123 yields the energy required by the rear section of longitudinal beam 122.

[0110] The energy absorption capacity of the rear bumper beam 123 can be expressed as the energy that the rear bumper beam 123 can absorb.

[0111] For example, the energy absorption capacity of the rear bumper beam can be obtained by simulating and analyzing the vehicle's digital model using HyperWorks software. Specifically, the energy absorption capacity of the rear bumper beam can be obtained by reading the binout curve from the HyperView post-processing module in HyperWorks, selecting the matsum curve, selecting the energy absorption effect of the rear bumper beam, and extracting the energy absorption capacity of the rear bumper beam based on the simulation analysis data.

[0112] In this embodiment of the application, when a vehicle is involved in a rear-end collision, the second force transmission structure first absorbs the collision energy through the rear anti-collision beam, and then absorbs the collision energy through the rear section of the longitudinal beam in front of the rear anti-collision beam. Therefore, by considering the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear can be accurately determined.

[0113] In some embodiments, obtaining the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section includes:

[0114] Determine the unit weight of the rear section of the longitudinal beam based on the material thickness of the rear section.

[0115] The unit energy absorption capacity of the rear section of the longitudinal beam is determined based on the unit weight of the rear section.

[0116] As mentioned earlier, the rear section of the longitudinal beam can be made of extruded aluminum profiles. Once the material thickness is determined, its cross-sectional size can remain the same as the original cross-sectional size, i.e., unchanged. Based on this, the unit weight of the rear section of the longitudinal beam can be determined, which can be understood as the weight per unit length of the rear section of the longitudinal beam.

[0117] Then, based on the unit weight and specific energy absorption coefficient of the rear section of the longitudinal beam, the unit energy absorption capacity of the rear section of the longitudinal beam can be calculated. The unit energy absorption capacity of the rear section of the longitudinal beam can be understood as the energy that a unit length of the rear section of the longitudinal beam can absorb.

[0118] For example, assuming the material thickness of the rear section of the longitudinal beam is 4mm and the unit length is 100mm, then the unit weight of the rear section of the longitudinal beam can be 1.64kg, that is, the unit weight of the rear section of the longitudinal beam can be expressed as 1.64kg / 100mm. The specific energy absorption coefficient of the 4mm thick rear section of the longitudinal beam is 11.25J / g. Based on the unit length and specific energy absorption coefficient of the rear section of the longitudinal beam, the unit energy absorption capacity of the rear section of the longitudinal beam can be calculated to be 18.45KJ, that is, 18.45KJ / 100mm.

[0119] In this embodiment of the application, after determining the material thickness of the rear section of the longitudinal beam, the unit weight of the rear section of the longitudinal beam can be determined, and then the unit energy absorption capacity of the rear section of the longitudinal beam can be accurately determined based on the unit weight of the rear section of the longitudinal beam.

[0120] In some embodiments, before obtaining the pre-stored material thickness range of the rear section of the longitudinal beam as described above, the method further includes:

[0121] Obtain the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness of the die-cast floor at the connection point with the rear section of the longitudinal beam; wherein the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor.

[0122] Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness at the connection, the range of material thickness for the rear section of the longitudinal beam is determined.

[0123] The wall thickness of die-cast parts is generally between 1-6mm, and it is usually not recommended to exceed 4.5mm, as excessive wall thickness can cause die-casting defects such as air bubbles. Since the connection between the die-cast floor and the rear section of the longitudinal beam is a critical load-bearing part, the connection between the die-cast floor and the rear section of the longitudinal beam must be of high quality to avoid die-casting defects, and its thickness can be 4.5mm.

[0124] In a rear-end collision, to ensure that the rear section of the longitudinal beam collapses and absorbs energy before the die-cast floor, the tensile strength of the rear section of the longitudinal beam is lower than that of the die-cast floor. Based on this, the thickness range of the rear section of the longitudinal beam can be determined. If the die-cast floor collapses and absorbs energy before the rear section of the longitudinal beam, it is likely to cause injury to passengers inside the vehicle. Therefore, the rear section of the longitudinal beam collapses and absorbs energy before the die-cast floor.

[0125] Right now Where D is the material thickness of the rear section of the longitudinal beam; D1 is the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam; Q1 is the tensile strength of the rear section of the longitudinal beam; and Q2 is the tensile strength of the die-cast floor.

[0126] For example, the tensile strength of the rear section of the longitudinal beam can be 230 MPa, the tensile strength of the die-cast floor can be 290 MPa, and the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam is 4.5 mm. The final result is D≤4mm. That is, the thickness of the material in the rear section of the longitudinal beam is less than or equal to 4mm.

[0127] In some possible implementations, considering the energy absorption capacity of the rear section of the longitudinal beam, its material thickness should not be too small. Therefore, the material thickness of the rear section of the longitudinal beam can range from 2.5mm to 4mm.

[0128] In this embodiment, the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor. Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, and the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam, the determined material thickness range of the rear section of the longitudinal beam can cause the rear section of the longitudinal beam to collapse and absorb energy before the die-cast floor when the vehicle is involved in a rear-end collision, thereby minimizing the deformation of the die-cast floor and facilitating subsequent repairs.

[0129] In some embodiments, the material thickness of the rear section of the longitudinal beam is the upper limit of the material thickness range.

[0130] For example, as mentioned above, the material thickness of the rear section of the longitudinal beam can be less than or equal to 4 mm, or it can be 2.5 mm to 4 mm. Based on this, it can be determined that the material thickness of the rear section of the longitudinal beam can be at an upper limit of 4 mm.

[0131] In this embodiment, the thicker the material of the rear section of the longitudinal beam, the higher its energy absorption capacity. Therefore, in this embodiment, the material thickness of the rear section of the longitudinal beam is determined as the upper limit of the allowable material thickness range so that the energy absorption capacity of the rear section of the longitudinal beam reaches the best within the allowable range.

[0132] exist Figure 2 The corresponding embodiment introduces the overall implementation process of the vehicle rear structure design method, which involves target collision energy. The following describes in detail how to determine the target collision energy.

[0133] In some embodiments, step 201 above may include:

[0134] Obtain the collision speed of the vehicle in a rear-end collision, as well as the mass of the moving barrier;

[0135] Based on the collision speed and the mass of the moving barrier, determine the target collision energy that the vehicle needs to absorb in the event of a rear-end collision.

[0136] The aforementioned collision speed and moving barrier mass can be the collision speed and moving barrier mass required by relevant standards, or they can be determined according to actual usage requirements. For example, the collision speed can be 50 km / h ± 1 km / h, and the moving barrier mass can be 1400 kg ± 20 kg, etc.

[0137] Based on the kinetic energy calculation formula E=0.5mv 2 The collision energy of the target can be calculated. Here, m is the mass of the moving barrier, and v is the collision velocity.

[0138] The relevant standards specify the collision speed and the mass of the moving barrier when a vehicle is involved in a rear-end collision. Based on this, the target collision energy that the vehicle needs to absorb when it is involved in a rear-end collision is calculated. The relevant parameters of the rear structure of the vehicle body are then determined based on this target collision energy, so that the energy absorption capacity of the rear structure of the vehicle body designed based on these parameters can meet the requirements of the relevant standards.

[0139] Figure 6 A flowchart illustrating a specific implementation of the vehicle rear structure design method provided in this application is shown below, detailed in the following description:

[0140] Step 601: Obtain the target collision energy that the vehicle needs to absorb when a rear-end collision occurs.

[0141] Step 602: Based on the target collision energy and the energy absorption ratio of the second force transmission structure, determine the energy that the second force transmission structure needs to share, and based on the energy that the second force transmission structure needs to share, determine the energy that the rear section of the longitudinal beam needs to bear.

[0142] Among them, the energy absorption ratio of the second force transmission structure is greater than or equal to 60%.

[0143] Step 603: Obtain the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam. Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, and the material thickness at the connection, determine the material thickness range of the rear section of the longitudinal beam.

[0144] Among them, the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor.

[0145] Step 604: Determine the material thickness of the rear section of the longitudinal beam based on the material thickness range, and obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam.

[0146] Among them, the material thickness of the rear section of the longitudinal beam is the upper limit of the material thickness range of the rear section of the longitudinal beam.

[0147] Step 605: Based on the energy that the rear section of the longitudinal beam needs to bear and the unit energy absorption capacity of the rear section of the longitudinal beam, determine the length of the rear section of the longitudinal beam so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam, and the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure.

[0148] The contents of steps 601 to 605 above can be found in the relevant contents of the foregoing embodiments, and will not be repeated here.

[0149] In some possible implementations, after step 605 above, the following steps may be included: obtaining the vehicle's curb weight; calculating the ratio of the length of the rear section of the longitudinal beam to the vehicle's curb weight. The rear structure of the vehicle body can then be designed based on this ratio. The length of the rear section of the longitudinal beam is measured in millimeters (mm), and the vehicle's curb weight is measured in kilograms (kg).

[0150] In a specific application example, based on the requirements of relevant standards, the target collision energy can be calculated to be 135 KJ. The energy absorption ratio of the second force transmission structure is 60%, with a 10% safety margin, so the energy absorption ratio of the second force transmission structure is 60%-70%. Based on the target collision energy and the energy absorption ratio of the second force transmission structure, the energy to be shared by the second force transmission structure is calculated to be 81-94.5 KJ. The energy absorption capacity of the rear bumper beam is 41.9 KJ. Based on the energy to be shared by the second force transmission structure and the energy absorption capacity of the rear bumper beam, the energy to be borne by the rear section of the longitudinal beam is calculated to be 39.1-52.6 KJ. The material thickness range of the rear section of the longitudinal beam is 2.5-4 mm. Based on this, the material thickness of the rear section of the longitudinal beam is determined to be 4 mm, thus determining the unit energy absorption capacity of the rear section of the longitudinal beam to be 18.45 KJ / 100 mm. Based on the energy to be borne by the rear section of the longitudinal beam and the unit energy absorption capacity of the rear section of the longitudinal beam, the length of the rear section of the longitudinal beam is determined to be 212 mm-285 mm.

[0151] The vehicle's curb weight is 2704 kg, and the ratio of the length of the rear section of the longitudinal beam to the vehicle's curb weight is calculated to be 7.8%-10.5%.

[0152] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0153] Figure 7 This is a schematic diagram of a vehicle rear structure design device according to an embodiment of this application. The vehicle rear structure includes a first force transmission structure, a second force transmission structure, and a third force transmission structure. The first and third force transmission structures are located on the upper and lower sides of the second force transmission structure, respectively. The second force transmission structure includes a die-cast rear floor and a rear section of a longitudinal beam disposed at the rear of the die-cast rear floor. The rear section of the longitudinal beam is made of an energy-absorbing structure. Figure 7 As shown, the vehicle rear structure design device 700 provided in this embodiment may include: an acquisition module 701 and a processing module 702.

[0154] Among them, the acquisition module 701 is used to acquire the target collision energy that the vehicle needs to absorb when a rear-end collision occurs.

[0155] The processing module 702 is used to determine the length and material thickness of the rear section of the longitudinal beam based on the target collision energy, so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first and third force transmission structures.

[0156] In one possible implementation, in processing module 702, the length and thickness of the rear section of the longitudinal beam are determined based on the target collision energy, including:

[0157] Based on the target collision energy and the energy absorption ratio of the second force transmission structure, the energy that the second force transmission structure needs to share is determined; the energy absorption ratio of the second force transmission structure is the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures.

[0158] Based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0159] Obtain the pre-stored material thickness range of the rear section of the longitudinal beam, determine the material thickness of the rear section of the longitudinal beam based on the material thickness range, and obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam.

[0160] The length of the rear section of the longitudinal beam is determined based on the energy it needs to bear and its unit energy absorption capacity.

[0161] In one possible implementation, the second force transmission structure also includes a rear anti-collision beam located at the rear of the longitudinal beam.

[0162] In processing module 702, based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined, including:

[0163] To obtain the energy absorption capacity of the rear bumper beam;

[0164] Based on the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear is determined.

[0165] In one possible implementation, in processing module 702, the unit energy absorption capacity of the rear section of the longitudinal beam is obtained based on the material thickness of the rear section, including:

[0166] Determine the unit weight of the rear section of the longitudinal beam based on the material thickness of the rear section.

[0167] The unit energy absorption capacity of the rear section of the longitudinal beam is determined based on the unit weight of the rear section.

[0168] In one possible implementation, before obtaining the pre-stored material thickness range of the rear section of the longitudinal beam, the processing module 702 further includes:

[0169] Obtain the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness of the die-cast floor at the connection point with the rear section of the longitudinal beam; wherein the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor.

[0170] Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness at the connection, the range of material thickness for the rear section of the longitudinal beam is determined.

[0171] In one possible implementation, the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures is greater than or equal to 60%.

[0172] In one possible implementation, the material thickness of the rear section of the longitudinal beam is the upper limit of the material thickness range.

[0173] In one possible implementation, the acquisition module 701 is specifically used for:

[0174] Obtain the collision speed of the vehicle in a rear-end collision, as well as the mass of the moving barrier;

[0175] Based on the collision speed and the mass of the moving barrier, determine the target collision energy that the vehicle needs to absorb in the event of a rear-end collision.

[0176] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0177] This application also provides a computer program product having program code that, when run in a corresponding processor, controller, computing device, or terminal, executes the steps in any of the above-described embodiments of the vehicle rear structure design method, for example... Figure 2 Steps 201 to 202 are shown.

[0178] Those skilled in the art will understand that the methods and apparatus proposed in the embodiments of this application can be implemented in various forms, including hardware, software, firmware, dedicated processors, or combinations thereof. Dedicated processors may include application-specific integrated circuits (ASICs), reduced instruction set computers (RISCs), and / or field-programmable gate arrays (FPGAs). The proposed methods and apparatus are preferably implemented as a combination of hardware and software. The software is preferably installed as an application program on a program storage device. This is typically based on a machine with a computer platform, such as one or more central processing units (CPUs), random access memory (RAM), and one or more input / output (I / O) interfaces. An operating system is also typically installed on the computer platform. The various processes and functions described herein may be part of an application program, or a portion thereof may be executed by an operating system.

[0179] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. For example... Figure 8As shown, the electronic device 800 of this embodiment includes a processor 810 and a memory 820, wherein the memory 820 stores a computer program 821 that can run on the processor 810. When the processor 810 executes the computer program 821, it implements the steps in any of the above-described method embodiments, for example... Figure 2 Steps 201 to 202 are shown. Alternatively, when the processor 810 executes the computer program 821, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 7 The functions of each module are shown.

[0180] For example, computer program 821 may be divided into one or more modules / units, one or more of which are stored in memory 820 and executed by processor 810 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 821 in electronic device 800.

[0181] Those skilled in the art will understand that Figure 8 This is merely an example of an electronic device and does not constitute a limitation on the electronic device. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0182] The processor 810 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0183] The memory 820 can be an internal storage unit of the electronic device, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card. The memory 820 can also include both internal and external storage units. The memory 820 is used to store computer programs and other programs and data required by the electronic device. The memory 820 can also be used to temporarily store data that has been output or will be output.

[0184] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0185] Corresponding to the above-described vehicle rear structure design method, one embodiment of this application also provides a vehicle rear structure, which is designed using any of the above-described vehicle rear structure design methods.

[0186] One embodiment of this application also provides a vehicle including the aforementioned rear body structure.

[0187] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the above-described vehicle rear structure design methods.

[0188] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0189] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0190] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0191] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0192] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0193] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0194] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for designing the rear structure of a vehicle body, characterized in that, The rear structure of the vehicle body includes a first force transmission structure, a second force transmission structure and a third force transmission structure. The first force transmission structure and the third force transmission structure are located on the upper and lower sides of the second force transmission structure, respectively. The second force transmission structure includes a die-cast rear floor and a rear section of a longitudinal beam disposed at the rear of the die-cast rear floor. The rear section of the longitudinal beam is made of an energy-absorbing structure. The rear structure design method for the vehicle body includes: To obtain the target collision energy that the vehicle needs to absorb when a rear-end collision occurs; Based on the target collision energy, the length and thickness of the rear section of the longitudinal beam are determined so that when a rear-end collision occurs, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam, and the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure.

2. The vehicle rear structure design method according to claim 1, characterized in that, The step of determining the length and material thickness of the rear section of the longitudinal beam based on the target collision energy includes: Based on the target collision energy and the energy absorption ratio of the second force transmission structure, the energy that the second force transmission structure needs to share is determined; the energy absorption ratio of the second force transmission structure is the ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first force transmission structure, the second force transmission structure and the third force transmission structure. Based on the energy that the second force transmission structure needs to share, the energy that the rear section of the longitudinal beam needs to bear is determined; Obtain the pre-stored material thickness range of the rear section of the longitudinal beam, determine the material thickness of the rear section of the longitudinal beam based on the material thickness range, and obtain the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section of the longitudinal beam. The length of the rear section of the longitudinal beam is determined based on the energy it needs to bear and its unit energy absorption capacity.

3. The vehicle rear structure design method according to claim 2, characterized in that, The second force transmission structure also includes a rear anti-collision beam disposed at the rear of the rear section of the longitudinal beam; The determination of the energy to be borne by the rear section of the longitudinal beam based on the energy to be shared by the second force transmission structure includes: To obtain the energy absorption capacity of the rear bumper beam; Based on the energy that the second force transmission structure needs to share and the energy absorption capacity of the rear anti-collision beam, the energy that the rear section of the longitudinal beam needs to bear is determined.

4. The vehicle rear structure design method according to claim 2, characterized in that, The step of obtaining the unit energy absorption capacity of the rear section of the longitudinal beam based on the material thickness of the rear section includes: The unit weight of the rear section of the longitudinal beam is determined based on the material thickness of the rear section. The unit energy absorption capacity of the rear section of the longitudinal beam is determined based on the unit weight of the rear section.

5. The vehicle rear structure design method according to claim 2, characterized in that, Before obtaining the pre-stored material thickness range of the rear section of the longitudinal beam, the method further includes: The tensile strength of the die-cast floor and the rear section of the longitudinal beam are obtained, as well as the material thickness of the die-cast floor at the connection with the rear section of the longitudinal beam; wherein the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast floor. Based on the tensile strength of the die-cast floor and the rear section of the longitudinal beam, as well as the material thickness at the connection, the material thickness range of the rear section of the longitudinal beam is determined.

6. The vehicle rear structure design method according to any one of claims 1 to 5, characterized in that, The ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first, second, and third force transmission structures is greater than or equal to 60%.

7. The vehicle rear structure design method according to any one of claims 2 to 5, characterized in that, The material thickness of the rear section of the longitudinal beam is the upper limit of the material thickness range.

8. The vehicle rear structure design method according to any one of claims 1 to 5, characterized in that, The acquisition of the target collision energy that the vehicle needs to absorb in the event of a rear-end collision includes: Obtain the collision speed of the vehicle in a rear-end collision, as well as the mass of the moving barrier; Based on the collision speed and the mass of the moving barrier, determine the target collision energy that the vehicle needs to absorb when a rear-end collision occurs.

9. A vehicle rear structure design device, characterized in that, The rear structure of the vehicle body includes a first force transmission structure, a second force transmission structure and a third force transmission structure. The first force transmission structure and the third force transmission structure are located on the upper and lower sides of the second force transmission structure, respectively. The second force transmission structure includes a die-cast rear floor and a rear section of a longitudinal beam disposed at the rear of the die-cast rear floor. The rear section of the longitudinal beam is made of an energy-absorbing structure. The rear structure design device for the vehicle body includes: The acquisition module is used to acquire the target collision energy that the vehicle needs to absorb when a rear-end collision occurs. The processing module is used to determine the length and material thickness of the rear section of the longitudinal beam based on the target collision energy, so that when the vehicle is involved in a rear-end collision, the second force transmission structure absorbs energy through the collapse of the rear section of the longitudinal beam, and the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure.

10. A vehicle, characterized in that, This includes a rear body structure designed using the rear body structure design method described in any one of claims 1 to 8.

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