Vehicle body structure optimization method and device, electronic equipment and storage medium

Abstract

The application relates to a vehicle body structure optimization method and device, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring vehicle body structure data of a target vehicle; combining a crosswind speed, water droplet parameters and the vehicle body structure data under a preset water-involved working condition to calculate a wind resistance coefficient of the target vehicle under the preset water-involved working condition; based on the wind resistance coefficient and the water droplet parameters, calculating the lateral displacement of water droplets on the vehicle body of the target vehicle at each time step, and constructing a displacement-time curve of the water droplets based on the lateral displacement; and optimizing the vehicle body structure data by using the displacement-time curve. Thus, the technical problem that in the related art, the influence of crosswind on the trajectory of rainwater is ignored, so that the vehicle body structure cannot effectively protect the key components, and the service life of the key components is reduced, is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, electronic device, and storage medium for optimizing vehicle body structure. Background Technology

[0002] In related technologies, methods such as water path prediction with initial velocity or sensor-based water flow path prediction can predict the impact of rainwater on key components that require waterproofing under wading conditions. However, vehicle usage scenarios are often accompanied by crosswinds, which cause rainwater to deviate from the vertical falling direction and the water path predicted by experience under wading conditions, resulting in water ingress and failure of components, which urgently needs improvement. Summary of the Invention

[0003] This application provides a method, apparatus, electronic device, and storage medium for optimizing a vehicle body structure, in order to solve the technical problem in the related art that ignores the influence of crosswinds on rainwater tracks, thereby making it impossible for the vehicle body structure to effectively protect key components and thus reducing the service life of key components.

[0004] The first aspect of this application provides a method for optimizing a vehicle body structure, comprising the following steps: acquiring vehicle body structure data of a target vehicle; calculating the drag coefficient of the target vehicle under the preset wading conditions by combining the crosswind speed, water droplet parameters, and the vehicle body structure data; calculating the lateral displacement of the water droplet on the vehicle body at each time step based on the drag coefficient and the water droplet parameters, and constructing a displacement-time relationship curve of the water droplet based on the lateral displacement; and optimizing the vehicle body structure data using the displacement-time relationship curve.

[0005] Optionally, in one embodiment of this application, the step of calculating the drag coefficient of the target vehicle under the preset wading conditions by combining the crosswind speed, water droplet parameters, and the vehicle body structure data includes: determining the characteristic length of the target vehicle based on the vehicle body structure data; calculating the Reynolds number of the wading conditions using the crosswind speed and the characteristic length; and obtaining the drag coefficient based on the Reynolds number.

[0006] Optionally, in one embodiment of this application, the step of calculating the lateral displacement of the water droplet on the target vehicle body at each time step based on the drag coefficient and the water droplet parameters includes: determining the initial vertical velocity of the water droplet based on the water droplet parameters; determining the step size of the time step based on the initial vertical velocity of the water droplet and the crosswind height under the preset wading conditions, and calculating the vertical displacement of the water droplet at each time step; calculating the contact position and contact time between the water droplet and the target vehicle based on the vertical displacement of the water droplet, the crosswind speed, and the water droplet parameters; and calculating the lateral displacement at each time step starting from the contact time and combining it with the preset initial lateral velocity of the water droplet.

[0007] Optionally, in one embodiment of this application, constructing the displacement-time relationship curve of the water droplet based on the lateral displacement includes: determining the relationship between the vertical displacement of the water droplet and time based on the vertical displacement of the water droplet at each time step; determining the relationship between the lateral displacement of the water droplet and time based on the lateral displacement at each time step; and constructing the relationship curve by combining the relationship between the vertical displacement and time, the relationship between the lateral displacement and time, and the contact time.

[0008] Optionally, in one embodiment of this application, optimizing the vehicle body structure data using the displacement-time relationship curve includes: determining the flow direction of the water droplets on the target vehicle based on the relationship curve and the contact position; calculating the water contact risk value of any component of the target vehicle by combining the flow direction and the vehicle body structure data; and optimizing the vehicle body structure data based on the water contact risk value until the water contact risk value of any component is less than a preset risk threshold.

[0009] A second aspect of this application provides a vehicle body structure optimization device, comprising: an acquisition module for acquiring vehicle body structure data of a target vehicle; a calculation module for calculating the drag coefficient of the target vehicle under the preset wading conditions by combining the crosswind speed, water droplet parameters, and the vehicle body structure data; a construction module for calculating the lateral displacement of the water droplet on the vehicle body of the target vehicle at each time step based on the drag coefficient and the water droplet parameters, and constructing a displacement-time relationship curve of the water droplet based on the lateral displacement; and an optimization module for optimizing the vehicle body structure data using the displacement-time relationship curve.

[0010] Optionally, in one embodiment of this application, the calculation module includes: a first determining unit, configured to determine the characteristic length of the target vehicle based on the vehicle body structure data; a first calculation unit, configured to calculate the Reynolds number of the wading condition using the crosswind speed and the characteristic length; and a second calculation unit, configured to obtain the drag coefficient based on the Reynolds number.

[0011] Optionally, in one embodiment of this application, the construction module includes: a second determining unit, configured to determine the initial vertical velocity of the water droplet based on the water droplet parameters; a third determining unit, configured to determine the step size of the time step based on the initial vertical velocity of the water droplet and the crosswind height under the preset wading conditions, and calculate the vertical displacement of the water droplet in each time step; a third calculation unit, configured to calculate the contact position and contact time between the water droplet and the target vehicle based on the vertical displacement of the water droplet, the crosswind speed, and the water droplet parameters; and a fourth calculation unit, configured to calculate the lateral displacement in each time step, starting from the contact time and combining it with the preset initial lateral velocity of the water droplet.

[0012] Optionally, in one embodiment of this application, the construction module includes: a fourth determining unit, configured to determine the relationship between the vertical displacement of the water droplet and time based on the vertical displacement of the water droplet at each time step; a fifth determining unit, configured to determine the relationship between the lateral displacement of the water droplet and time based on the lateral displacement at each time step; and a construction unit, configured to construct the relationship curve by combining the relationship between the vertical displacement and time, the relationship between the lateral displacement and time, and the contact time.

[0013] Optionally, in one embodiment of this application, the optimization module includes: a sixth determining unit, configured to determine the flow direction of the water droplets on the target vehicle based on the relationship curve and the contact position; a fifth calculating unit, configured to calculate the water contact risk value of any component of the target vehicle by combining the flow direction and the vehicle body structure data; and an optimization unit, configured to optimize the vehicle body structure data based on the water contact risk value until the water contact risk value of any component is less than a preset risk threshold.

[0014] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle body structure optimization method as described in the above embodiments.

[0015] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the vehicle body structure optimization method as described in the above embodiments.

[0016] A fifth aspect of this application provides a computer program product, including a computer program, which, when executed, is used to implement the above-described method for optimizing the vehicle body structure.

[0017] This application's embodiments can combine crosswind speed, water droplet parameters, and vehicle body structure data under preset wading conditions to calculate the drag coefficient of the target vehicle under preset wading conditions. Then, combining the water droplet parameters, it calculates the lateral displacement of water droplets on the vehicle body at each time step, and constructs a displacement-time curve based on this lateral displacement. This displacement-time curve is used to optimize the vehicle body structure data. By considering the influence of crosswinds on the rainwater trajectory, a more accurate rainwater flow trajectory on the vehicle is obtained, thereby determining whether key components will be affected. This leads to optimization of the vehicle body structure, extending the service life of key components. Therefore, this solves the technical problem in related technologies where the influence of crosswinds on the rainwater trajectory is ignored, resulting in the vehicle body structure failing to effectively protect key components and thus reducing their service life.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for optimizing a vehicle body structure according to an embodiment of this application; Figure 2 This is a schematic diagram of the trajectory and key parameters of a water droplet under crosswind action according to an embodiment of this application; Figure 3 This is a flowchart of a method for optimizing a vehicle body structure according to an embodiment of this application; Figure 4 This is a diagram showing the trajectory of a water droplet under crosswind conditions according to an embodiment of this application. Figure 5 This is a schematic diagram of a vehicle body structure optimization device according to an embodiment of this application. Figure 6 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0020] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0021] The following description, with reference to the accompanying drawings, outlines a method, apparatus, electronic device, and storage medium for optimizing the vehicle body structure according to embodiments of this application. Addressing the technical problem mentioned in the background art where the influence of crosswinds on rainwater trajectories is neglected, resulting in the vehicle body structure failing to effectively protect critical components and thus reducing their service life, this application provides a method for optimizing the vehicle body structure. This method combines crosswind speed, water droplet parameters, and vehicle body structure data under preset wading conditions to calculate the drag coefficient of the target vehicle under these conditions. Then, combining the water droplet parameters, the lateral displacement of water droplets on the vehicle body at each time step is calculated. Based on this lateral displacement, a displacement-time curve is constructed, and the vehicle body structure data is optimized using this curve. By considering the influence of crosswinds on rainwater trajectories, a more accurate flow trajectory of rainwater on the vehicle is obtained, thereby determining whether each critical component will be affected. This optimizes the vehicle body structure and extends the service life of critical components. Thus, this solves the technical problem in the related art where the influence of crosswinds on rainwater trajectories is neglected, resulting in the vehicle body structure failing to effectively protect critical components and thus reducing their service life.

[0022] Understandably, water system design is a crucial part of vehicle development, and under normal operating conditions, the water path can be determined based on experience. However, vehicle usage scenarios often involve crosswinds, causing rainwater to deviate from its vertical trajectory and the predicted water path, leading to water ingress and component failure. If crosswinds could be actively introduced at critical components, the originally vertically falling rainwater would be diverted away from these components, thereby reducing the risk of water ingress and failure.

[0023] Currently, technologies related to rainwater flow paths mainly focus on water path prediction with initial velocity or sensor-based water flow path prediction, neglecting the impact of crosswinds on rainwater flow paths. This results in the vehicle body structure being unable to effectively protect critical components.

[0024] To address the aforementioned technical issues, embodiments of this application can focus on predicting the water flow paths of vehicles under crosswinds. Based on crosswind speed, water droplet diameter, and flow velocity, the water flow paths under crosswinds are quickly and accurately predicted through iterative calculations. This allows crosswinds to be actively introduced into critical components, preventing rainwater that would otherwise fall vertically from entering these components, or by adjusting component layout to prevent rainwater from entering critical components under natural crosswinds.

[0025] Specifically, Figure 1 This is a flowchart illustrating a method for optimizing a vehicle body structure provided in an embodiment of this application.

[0026] like Figure 1As shown, the optimization method for this vehicle body structure includes the following steps: In step S101, the body structure data of the target vehicle is obtained.

[0027] This application embodiment can collect complete body structure data of the target vehicle, including the body feature length (for subsequent drag coefficient calculation), the installation height and position coordinates of key components (radar, camera, charging port, etc.), body surface geometric parameters (such as surface curvature, gap position), and crosswind height, so as to facilitate any subsequent calculations and optimizations.

[0028] Among them, the body feature length is the core parameter for calculating the Reynolds number and drag coefficient; the installation height of key components is the core basis for subsequent judgment on whether rain will reach key parts (it needs to correspond to the vertical displacement); the height of crosswind action directly determines the calculation accuracy of the iteration step size, ensuring that the subsequent time step size matches the actual rainfall range.

[0029] In step S102, the drag coefficient of the target vehicle under the preset wading conditions is calculated by combining the crosswind speed, water droplet parameters and vehicle body structure data under the preset wading conditions.

[0030] Furthermore, in this embodiment, the crosswind speed (which can be obtained through wind tunnel testing or real vehicle sensors), water droplet parameters (which can be obtained through testing or real vehicle sensors), and vehicle body structure data under preset water wading conditions (such as driving conditions in rainy scenarios) can be combined to calculate the corresponding drag coefficient, thereby determining the magnitude of the force on the rainwater being blown by the crosswind, and thus ensuring the accuracy of the subsequent calculation of the lateral displacement of the rainwater.

[0031] Optionally, in one embodiment of this application, the drag coefficient of the target vehicle under the preset wading conditions is calculated by combining the crosswind speed, water droplet parameters, and vehicle body structure data under the preset wading conditions, including: determining the characteristic length of the target vehicle based on the vehicle body structure data; calculating the Reynolds number of the wading conditions using the crosswind speed and characteristic length; and obtaining the drag coefficient based on the Reynolds number.

[0032] In this embodiment, the Reynolds number can be calculated first, and then the corresponding drag coefficient can be determined.

[0033] In this embodiment, the Reynolds number for the operating condition can be calculated based on the crosswind speed and the characteristic length determined by the vehicle's body structure data. ,in Crosswind speed, such as Figure 2 As shown; This is the air density, with a default value of 1.225 kg / m³. , The diameter of the water droplet, such as Figure 2 As shown; This is the viscosity coefficient of air, with a default value of 1.86 × 10⁻⁶. -5 kg / (m×s).

[0034] if ; .

[0035] The embodiments of this application calculate the drag coefficient by combining vehicle body structure data, which can ensure that the drag coefficient matches the actual body shape of the target vehicle and avoid prediction errors caused by universal drag coefficients.

[0036] In step S103, based on the drag coefficient and water droplet parameters, the lateral displacement of the water droplet on the body of the target vehicle is calculated at each time step, and the relationship curve between the displacement of the water droplet and time is constructed based on the lateral displacement.

[0037] As one possible approach, embodiments of this application can calculate the relationship between the displacement of raindrops and time. By incorporating lateral wind speed, a more accurate relationship between the lateral displacement of raindrops and time can be obtained, which can then be used to optimize the vehicle body structure.

[0038] Optionally, in one embodiment of this application, the lateral displacement of the water droplet on the target vehicle body at each time step is calculated based on the drag coefficient and water droplet parameters, including: determining the initial vertical velocity of the water droplet based on the water droplet parameters; determining the step size of the time step based on the initial vertical velocity of the water droplet and the crosswind height under the preset wading conditions, and calculating the vertical displacement of the water droplet at each time step; calculating the contact position and contact time between the water droplet and the target vehicle based on the vertical displacement of the water droplet, the crosswind speed, and the water droplet parameters; and calculating the lateral displacement at each time step starting from the contact time and combining it with the preset initial lateral velocity of the water droplet.

[0039] like Figure 2 As shown in the embodiments of this application, the expression for calculating the iteration step size can be: , in, Crosswind height, Let be the initial vertical velocity of the water droplet.

[0040] Furthermore, embodiments of this application can calculate the time for each iteration step. and vertical displacement of water droplets . .

[0041] Through vertical displacement The embodiments of this application can locate the height of rainwater on the vehicle body, and then estimate the contact position and contact time of the water droplets when they fall on the vehicle body.

[0042] For the calculation of lateral displacement, the embodiments of this application may include two parts: one is the calculation of the initial step water droplet and the other is the calculation of the non-initial step water droplet.

[0043] The calculation of the relationship between the initial step lateral displacement of the water droplet and time can include: taking the water droplet touching the car body as the starting point of the calculation, and setting the initial step length and lateral velocity of the water droplet. (The lateral motion before the rainwater contacts the vehicle body is irrelevant to vehicle protection and does not need to be calculated.) Calculate the initial lateral acceleration by combining the drag coefficient, preset crosswind speed, water droplet diameter, air density, and water density (default 1000 kg / m³). Then, based on the initial step lateral acceleration... Given the step size, calculate the initial step lateral displacement Dv1 = 0.5 × a1 × t².

[0044] The calculation of the relationship between the lateral displacement of the water droplet and time in the non-initial step can include: starting from the second iteration step, iterating step by step, with each step depending on the calculation result of the previous step: the lateral velocity of the water droplet. for i -1 step acceleration; for i -1 step velocity; lateral acceleration of the water droplet for i The speed of the step; the lateral displacement of the water droplet = for i -1 step speed. Stop iterating until the water droplets reach the bottom or side of the car body.

[0045] Optionally, in one embodiment of this application, constructing a relationship curve between the displacement and time of a water droplet based on lateral displacement includes: determining the relationship between the vertical displacement and time of the water droplet based on the vertical displacement of the water droplet at each time step; determining the relationship between the lateral displacement and time of the water droplet based on the lateral displacement at each time step; and constructing a relationship curve by combining the relationship between the vertical displacement and time, the relationship between the lateral displacement and time, and the contact time.

[0046] The embodiments of this application can combine the lateral displacement of the water droplet at the initial step size with the lateral displacement of the water droplet at all times that are not at the initial step size, to form the relationship between the lateral displacement of the water droplet and time.

[0047] Based on the time sequence, the obtained lateral displacement of water droplets and the relationship between the obtained time are matched with the relationship between the vertical displacement of water droplets and the time to draw a trajectory diagram of water droplets under crosswind action. The X-axis represents the lateral displacement of water droplets and the Y-axis represents the vertical displacement of water droplets. This gives us complete lateral movement data of rainwater from contact with the vehicle body to leaving the vehicle body. We can then determine the lateral offset of rainwater at different heights (vertical displacement) on the vehicle body and thus determine whether rainwater will flow through or wet key components (in conjunction with the installation height of key components).

[0048] In step S104, the vehicle body structure data is optimized using the displacement-time relationship curve.

[0049] The embodiments of this application can combine the displacement-time relationship curve to analyze the risk of rainwater flow direction at different heights of the vehicle body, thereby optimizing the vehicle body structure data.

[0050] For example, optimization methods may include: actively introducing crosswinds: designing structures such as guide channels and air ducts above / to the side of the critical components to artificially create controllable local crosswinds by utilizing the airflow during vehicle movement, thereby changing the trajectory of rainwater and keeping it away from the critical components; optimizing component layout: adjusting the installation height or position of critical components to avoid the main trajectory of rainwater; and optimizing the curved surface structure of the vehicle body to guide rainwater to flow along a safe path.

[0051] Optionally, in one embodiment of this application, the vehicle body structure data is optimized using the displacement-time relationship curve, including: determining the flow direction of water droplets on the target vehicle based on the relationship curve and the contact position; calculating the water contact risk value of any component of the target vehicle by combining the flow direction and the vehicle body structure data; and optimizing the vehicle body structure data based on the water contact risk value until the water contact risk value of any component is less than a preset risk threshold.

[0052] After obtaining the complete trajectory of a water droplet on the target vehicle body under crosswind, this embodiment of the application can take the contact position between the water droplet and the vehicle body as the starting point, and combine the changes in the lateral and vertical displacement of the water droplet at different time steps presented by the relationship curve to sort out the complete path of the water droplet from contact with the vehicle body to flowing to the bottom / side of the vehicle body and leaving the vehicle body, that is, the flow direction of the water droplet on the target vehicle.

[0053] This application embodiment can accurately compare the complete flow direction of rainwater with the installation position and height of each component in the vehicle body structure data. Through quantitative calculation, the probability / degree of each component being contacted, splashed, or seeped by rainwater is obtained, resulting in a quantitative risk result, i.e., a water contact risk value. For example, if the rainwater flow direction happens to pass through the installation height and left and right positions of the radar, and the overlap between the two is large, then the water contact risk value of the radar is high; if the rainwater flow direction is completely opposite to the installation position of a component, then the water contact risk value of that component is low.

[0054] This application embodiment can combine a pre-set risk threshold with a water contact risk value to determine the optimization direction. The risk threshold can be set according to the different needs of the components; for example, the threshold for critical components such as radar and high-voltage interfaces is set extremely low, almost prohibiting contact with rainwater.

[0055] Furthermore, the embodiments of this application can compare the water exposure risk value of each component with a preset risk threshold. For components with risk values ​​higher than the threshold, the vehicle body structure can be optimized in a targeted manner: if the component gets wet because rainwater flows through its installation location, a guide structure can be designed above / to the side of the component to actively introduce local crosswinds and change the direction of rainwater flow; if the guide structure cannot completely avoid the rainwater, the installation height and left / right position of the component can be adjusted to avoid the main direction of rainwater flow; the design of the vehicle body surface or gaps can be optimized to guide rainwater to flow away quickly and reduce its stay near the components.

[0056] After optimization, the embodiments of this application can recalculate the water risk value of each component and iterate repeatedly until the water risk value of all components is lower than the preset threshold, ensuring that all components (especially key components) will not be contacted or seeped by rainwater, thus ensuring the safe operation of the vehicle.

[0057] Combination Figure 3 and Figure 4 As shown, the working principle of the vehicle body structure optimization method of this application embodiment is explained in detail with reference to one embodiment.

[0058] like Figure 3 As shown, embodiments of this application may include the following steps: Step S1: Calculation of Reynolds number and drag coefficient.

[0059] This application embodiment can be based on crosswind speed. =50m / s, For a water droplet with a diameter of 5mm, the characteristic length is... Calculate the Reynolds number for this operating condition. =16465.

[0060] .

[0061] Step S2: Calculate the iteration step size.

[0062] The crosswind height is 10mm. Given an initial vertical velocity of 5 m / s for the water droplet, the iteration step size is... .

[0063] Step S3: Calculate the relationship between the vertical displacement of the water droplet and time.

[0064] Calculate the time for each iteration step and vertical displacement of water droplets . If the initial vertical velocity of the water droplet is given, the calculation results are shown in Table 1, where Table 1 is the relationship between the vertical displacement of the water droplet and time.

[0065] Table 1

[0066] Step S4: Calculate the relationship between the lateral displacement of the water droplet and time in the initial step.

[0067] Calculate the initial step lateral acceleration of the water droplet .

[0068] Initial step length lateral velocity of water droplet .

[0069] Calculate the lateral displacement of the water droplet in the initial step .

[0070] Step S5: Calculate the relationship between the lateral displacement of the water droplet and time in the non-initial step. The calculation results are shown in Table 2. Table 2 is a table showing the relationship between the key lateral parameters of the water droplet and time in the non-initial step.

[0071] Table 2

[0072] Step S6: Calculate the relationship between the lateral displacement of the water droplet and time.

[0073] The lateral displacement of the water droplet at the initial step size is combined with the lateral displacement of the water droplet at all times other than the initial step size to form the relationship between the lateral displacement of the water droplet and time. The relationship between the lateral displacement of the water droplet and time can be shown in Table 3. Table 3 is a table of the relationship between the lateral displacement of the water droplet and time.

[0074] Table 3

[0075] Step S7: Draw the trajectory of the water droplets under the action of crosswind.

[0076] According to the time sequence, the embodiments of this application can match the lateral displacement of the water droplet obtained in step S6 with the time relationship obtained in step S3 with the vertical displacement of the water droplet with the time relationship, as shown in Table 4, where Table 4 is a table of water droplet motion trajectories.

[0077] Table 4

[0078] Furthermore, embodiments of this application can be drawn as follows: Figure 4 The diagram shows the trajectory of a water droplet under crosswind conditions, where the X-axis represents the lateral displacement of the droplet and the Y-axis represents the vertical displacement of the droplet.

[0079] The vehicle body structure optimization method proposed in this application combines crosswind speed, water droplet parameters, and vehicle body structure data under preset wading conditions to calculate the drag coefficient of the target vehicle under these conditions. Then, by combining the water droplet parameters, the lateral displacement of the water droplets on the vehicle body at each time step is calculated. Based on this lateral displacement, a displacement-time curve is constructed, and the vehicle body structure data is optimized using this curve. By considering the influence of crosswinds on the rainwater trajectory, a more accurate rainwater flow trajectory on the vehicle is obtained, thereby determining whether key components will be affected. This optimizes the vehicle body structure and extends the service life of key components. This solves the technical problem in related technologies where the influence of crosswinds on the rainwater trajectory is ignored, resulting in the vehicle body structure failing to effectively protect key components and thus reducing their service life.

[0080] Next, the vehicle body structure optimization device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0081] Figure 5 This is a block diagram of a vehicle body structure optimization device according to an embodiment of this application.

[0082] like Figure 5 As shown, the vehicle body structure optimization device 10 includes: an acquisition module 100, a calculation module 200, a construction module 300, and an optimization module 400.

[0083] Specifically, module 100 is used to acquire the body structure data of the target vehicle.

[0084] The calculation module 200 is used to calculate the drag coefficient of the target vehicle under the preset wading conditions by combining the crosswind speed, water droplet parameters and vehicle body structure data under the preset wading conditions.

[0085] Module 300 is used to calculate the lateral displacement of the water droplet on the body of the target vehicle at each time step based on the drag coefficient and water droplet parameters, and to construct the displacement-time curve of the water droplet based on the lateral displacement.

[0086] Optimization module 400 is used to optimize vehicle body structure data using the displacement-time relationship curve.

[0087] Optionally, in one embodiment of this application, the calculation module 200 includes: a first determining unit, a first calculation unit, and a second calculation unit.

[0088] The first determining unit is used to determine the characteristic length of the target vehicle based on the vehicle body structure data.

[0089] The first calculation unit is used to calculate the Reynolds number for water-related working conditions using crosswind speed and characteristic length.

[0090] The second calculation unit is used to obtain the drag coefficient based on the Reynolds number.

[0091] Optionally, in one embodiment of this application, the construction module 300 includes: a second determining unit, a third determining unit, a third calculating unit, and a fourth calculating unit.

[0092] The second determining unit is used to determine the initial vertical velocity of the water droplet based on the water droplet parameters.

[0093] The third determining unit is used to determine the step size of the time step based on the initial vertical velocity of the water droplet and the crosswind height under the preset water wading conditions, and to calculate the vertical displacement of the water droplet at each time step.

[0094] The third calculation unit is used to calculate the contact position and contact time between the water droplet and the target vehicle based on the vertical displacement of the water droplet, the crosswind speed, and the water droplet parameters.

[0095] The fourth calculation unit is used to calculate the lateral displacement at each time step, starting from the moment of contact and combining the preset initial lateral velocity of the water droplet.

[0096] Optionally, in one embodiment of this application, the construction module 300 includes: a fourth determining unit, a fifth determining unit, and a construction unit.

[0097] The fourth determining unit is used to determine the relationship between the vertical displacement of the water droplet and time based on the vertical displacement of the water droplet at each time step.

[0098] The fifth determining unit is used to determine the relationship between the lateral displacement of the water droplet and time based on the lateral displacement at each time step.

[0099] The building blocks are used to construct relationship curves by combining the relationships between vertical displacement and time, lateral displacement and time, and the contact time.

[0100] Optionally, in one embodiment of this application, the optimization module 400 includes: a sixth determining unit, a fifth calculating unit, and an optimization unit.

[0101] The sixth determining unit is used to determine the flow direction of water droplets on the target vehicle based on the relationship curve and the contact position.

[0102] The fifth calculation unit is used to calculate the water risk value of any component of the target vehicle by combining flow direction and vehicle body structure data.

[0103] The optimization unit is used to optimize the vehicle body structure data based on the water exposure risk value until the water exposure risk value of any component is less than a preset risk threshold.

[0104] It should be noted that the foregoing explanation of the method embodiment for optimizing the vehicle body structure also applies to the vehicle body structure optimization device of this embodiment, and will not be repeated here.

[0105] The vehicle body structure optimization device proposed in this application can calculate the drag coefficient of the target vehicle under preset wading conditions by combining crosswind speed, water droplet parameters, and vehicle body structure data. Then, by combining the water droplet parameters, it calculates the lateral displacement of the water droplets on the vehicle body at each time step, and constructs a displacement-time curve based on the lateral displacement. This displacement-time curve is used to optimize the vehicle body structure data. By considering the influence of crosswinds on the rainwater trajectory, a more accurate flow trajectory of rainwater on the vehicle is obtained, thereby determining whether key components will be affected. This optimizes the vehicle body structure and extends the service life of key components. Therefore, it solves the technical problem in related technologies where the influence of crosswinds on the rainwater trajectory is ignored, resulting in the vehicle body structure failing to effectively protect key components and thus reducing their service life.

[0106] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0107] When the processor 602 executes the program, it implements the vehicle body structure optimization method provided in the above embodiments.

[0108] Furthermore, electronic devices also include: Communication interface 603 is used for communication between memory 601 and processor 602.

[0109] The memory 601 is used to store computer programs that can run on the processor 602.

[0110] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0111] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0112] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0113] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0114] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for optimizing the vehicle body structure.

[0115] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle body structure optimization method provided in this embodiment of the invention.

[0116] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0117] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0118] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0119] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0120] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0121] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0122] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0123] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for optimizing a vehicle body structure, characterized in that, Includes the following steps: Obtain the body structure data of the target vehicle; By combining the crosswind speed, water droplet parameters, and vehicle body structure data under the preset wading conditions, the drag coefficient of the target vehicle under the preset wading conditions is calculated. Based on the drag coefficient and the water droplet parameters, the lateral displacement of the water droplet on the body of the target vehicle is calculated at each time step, and the displacement-time relationship curve of the water droplet is constructed based on the lateral displacement. The vehicle body structure data is optimized using the displacement-time relationship curve.

2. The method according to claim 1, characterized in that, The calculation of the drag coefficient of the target vehicle under the preset wading conditions, combining the crosswind speed, water droplet parameters, and vehicle structure data, includes: The characteristic length of the target vehicle is determined based on the vehicle body structure data; The Reynolds number for the water-crossing condition is calculated using the crosswind speed and the characteristic length. The drag coefficient is obtained based on the Reynolds number.

3. The method according to claim 1, characterized in that, The calculation of the lateral displacement of the water droplet on the body of the target vehicle at each time step, based on the drag coefficient and the water droplet parameters, includes: The initial vertical velocity of the water droplet is determined based on the aforementioned droplet parameters; Based on the initial vertical velocity of the water droplet and the crosswind height under the preset wading conditions, the step size of the time step is determined, and the vertical displacement of the water droplet under each time step is calculated. Based on the vertical displacement of the water droplet, the crosswind speed, and the water droplet parameters, the contact position and contact time between the water droplet and the target vehicle are calculated. Starting from the contact moment, the lateral displacement at each time step is calculated in combination with the preset initial lateral velocity of the water droplet.

4. The method according to claim 3, characterized in that, The construction of the displacement-time curve of the water droplet based on the lateral displacement includes: Based on the vertical displacement of the water droplet at each time step, the relationship between the vertical displacement of the water droplet and time is determined; Based on the lateral displacement at each time step, the relationship between the lateral displacement of the water droplet and time is determined; The relationship curve is constructed by combining the relationship between the vertical displacement and time, the relationship between the lateral displacement and time, and the contact time.

5. The method according to claim 3, characterized in that, The optimization of the vehicle body structure data using the displacement-time relationship curve includes: The direction of water droplet flow in the target vehicle is determined based on the relationship curve and the contact position; Based on the flow direction and the vehicle body structure data, calculate the water contact risk value of any component of the target vehicle; The vehicle body structure data is optimized based on the water risk value until the water risk value of any of the components is less than a preset risk threshold.

6. A device for optimizing vehicle body structure, characterized in that, include: The acquisition module is used to acquire the body structure data of the target vehicle; The calculation module is used to calculate the drag coefficient of the target vehicle under the preset wading conditions by combining the crosswind speed, water droplet parameters and the vehicle body structure data under the preset wading conditions. The module is used to calculate the lateral displacement of the water droplet on the body of the target vehicle at each time step based on the drag coefficient and the water droplet parameters, and to construct the displacement-time relationship curve of the water droplet based on the lateral displacement. An optimization module is used to optimize the vehicle body structure data using the displacement-time relationship curve.

7. The apparatus according to claim 6, characterized in that, The computing module includes: The first determining unit is used to determine the characteristic length of the target vehicle based on the vehicle body structure data; The first calculation unit is used to calculate the Reynolds number of the water-crossing condition using the crosswind speed and the characteristic length. The second calculation unit is used to obtain the drag coefficient based on the Reynolds number.

8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the method for optimizing the vehicle body structure as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the method for optimizing the vehicle body structure as described in any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it is used to implement the method for optimizing the vehicle body structure as described in any one of claims 1-5.

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