A calibration method, device, medium and equipment of a honeycomb aluminum barrier simulation model

Abstract

The application provides a calibration method and device for a cellular aluminum barrier simulation model, a medium and equipment, combines local calibration with overall calibration, constructs multi-working condition progressive calibration covering static crushing, extreme local large deformation and overall vehicle coupling crushing, significantly improves the failure prediction accuracy and engineering applicability of the barrier simulation model under complex working conditions, and realizes high-precision reproduction of the actual vehicle collision loading process through a layered impact head configuration, improves the coverage of the simulation model calibration, and at the same time, through vehicle collision acceleration waveform fitting and reverse design, a systematic design method from vehicle collision response to calibration impact head structure parameters is established, so that the impact head design has a basis, the subjectivity and blindness are avoided, and the calibration efficiency and design reusability are improved.

Description

Technical Field

[0001] This application relates to the field of automotive crash testing technology, specifically to a calibration method, apparatus, medium, and equipment for a honeycomb aluminum barrier simulation model. Background Technology

[0002] Honeycomb aluminum is a lightweight, high-strength porous material widely used as a deformable energy-absorbing barrier in automotive crash safety regulations due to its excellent crushing and energy-absorbing properties under impact conditions. In the automotive R&D field, crash simulation based on the finite element method has become a core engineering verification method, and the confidence level of the simulation analysis is highly dependent on the accuracy of the established model. Establishing a digital model that can accurately reproduce the mechanical behavior of the honeycomb aluminum barrier is a crucial prerequisite for ensuring the validity of crash simulation results. The accuracy of the model must be verified and corrected through systematic experimental and simulation benchmarking, i.e., the model calibration process.

[0003] Currently, the calibration of cellular aluminum barrier models has formed a progressive process of "static first, then dynamic." In the static calibration stage, basic material parameters of the barrier, including crush strength and stress, are obtained through quasi-static compression tests. In the dynamic calibration stage, the barrier is fixed to a rigid wall, and a rounded-corner flat impact head mounted on a trolley impacts the barrier at a specified speed. Data such as force-displacement curves, acceleration curves, and deformation modes are collected to verify and correct the model's mechanical response under high strain rates. However, the rounded-corner flat impact head used in dynamic calibration is a standard impact head. Its regular geometry and large contact area result in significant blind spots in its coverage of working conditions. Specifically, existing standard impact heads cannot cover "extreme local large deformation" conditions. Standard impact heads, represented by rounded-corner flat impact heads, all have conventional geometric shapes, regular contact surfaces, and large dimensions. In real vehicle collisions, the barrier may encounter intrusion from local rigid protrusions at the front of the vehicle, causing extreme local large deformations and failures such as local punctures and tears. These standard impact heads cannot simulate the aforementioned working conditions, resulting in a lack of effective calibration methods for the failure parameters of the barrier model under extreme local loads. Consequently, the model's accuracy in predicting local failure behavior during complex intrusions is insufficient. Furthermore, in real-world vehicle collisions, the barrier experiences overall non-uniform intrusion into the irregular front-end structure of the vehicle, with the contact area continuously changing and force and deformation highly coupled during the crushing process. The rounded-corner flat impact head differs significantly from the contact area, force distribution, and loading path of a real vehicle front end, leading to a systematic deviation between the calibrated barrier mechanical response and deformation failure mode and the actual vehicle collision.

[0004] Therefore, there is an urgent need to provide a method to improve the calibration accuracy of honeycomb aluminum barriers. Summary of the Invention

[0005] To address the aforementioned technical problems, this application is proposed. Embodiments of this application provide a calibration method, apparatus, medium, and device for a honeycomb aluminum barrier simulation model.

[0006] According to one aspect of this application, a calibration method for a honeycomb aluminum barrier simulation model is provided, comprising: establishing an initial equivalent finite element model of the honeycomb aluminum barrier and assigning preliminary material parameters to the initial equivalent finite element model; preparing honeycomb aluminum blocks to obtain honeycomb block specimens that meet the requirements of static calibration tests; conducting static pressure calibration tests on the honeycomb block specimens and adjusting the preliminary material parameters based on the force-deformation response and deformation mode obtained from the tests; conducting dynamic local calibration tests by impacting the honeycomb block specimens fixed to a rigid force wall with a shaped impact head to obtain test results under extreme large deformation conditions, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results; designing a simplified vehicle model impact head; wherein the simplified vehicle model impact head has a layered structure: the upper part is a cuboid protrusion used to simulate the impact of a vehicle anti-collision beam. Below is a semi-cylindrical protrusion used to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and the central concave plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions to simulate the area between the anti-collision beam and the subframe; the simplified vehicle model impact head is mounted on a trolley to impact the honeycomb block specimen fixed to a rigid force wall to carry out dynamic overall calibration tests, collect test data, and calibrate the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data; wherein, the test data includes: force-displacement response, acceleration response, and overall deformation failure mode; combining the results of the static calibration test, the dynamic local calibration test, and the dynamic overall calibration test, the material parameters of the initial equivalent finite element model are iteratively corrected and verified under multiple working conditions to obtain the final material parameters.

[0007] In one embodiment, the step of conducting a static pressure calibration test on the honeycomb block sample and adjusting the preliminary material parameters based on the force-deformation response and deformation mode obtained from the test includes: conducting a static pressure test on the honeycomb block sample at a first speed using a static press to obtain the force-deformation response and deformation mode; and adjusting the preliminary material parameters based on the force-deformation response and deformation mode.

[0008] In one embodiment, the step of using an irregularly shaped impact head to impact the honeycomb block specimen fixed to a rigid force wall to conduct a dynamic local calibration test, obtaining test results under extreme large deformation conditions, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results includes: using an irregularly shaped impact head to impact the honeycomb block specimen fixed to a rigid force wall at a second velocity, obtaining the test results, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results.

[0009] In one embodiment, the simplified vehicle model impact head design includes: extracting acceleration-time history signals from a full-width deformable barrier frontal collision test of a real vehicle to obtain a general waveform; extracting characteristic parameters from the general waveform; wherein the characteristic parameters include a first peak acceleration, a second peak acceleration, the end time of the initial ascent segment, the end time of the first plateau segment, the end time of the second ascent segment, the end time of the second plateau segment, the end time of the decay segment, and a decay coefficient; and solving for adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmented crush strength of the honeycomb aluminum barrier; wherein the adjustable design parameters include the height of the upper cuboid, the radius of the lower semi-cylinder, the height of the central concave plane, and the depth of the central concave plane.

[0010] In one embodiment, the step of extracting the acceleration-time history signal from the full-width deformable barrier frontal collision test of a real vehicle to obtain a general waveform includes: filtering and zero-bias correction of the acceleration-time history signal, and then extracting the pulse segment from the start of contact to the point where the velocity returns to zero to obtain the general waveform; wherein, the general waveform includes an initial rising segment, a first plateau segment, a second rising segment, a second plateau segment, and an attenuation segment.

[0011] In one embodiment, the step of solving the adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmental crushing strength of the honeycomb aluminum barrier includes: integrating the acceleration-time history signal to obtain the segmental compression displacement of the honeycomb aluminum barrier; and solving the adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmental compression displacement of the honeycomb aluminum barrier; wherein the adjustable design parameters include the height of the upper cuboid, the height of the central concave plane, and the radius of the lower semi-cylinder.

[0012] In one embodiment, the step of mounting the simplified vehicle model impact head on a trolley to impact the honeycomb block specimen fixed to a rigid force wall to conduct a dynamic overall calibration test, collecting test data, and calibrating the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data includes: using the trolley to impact the honeycomb block specimen at a second velocity to obtain the test data; and calibrating the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data.

[0013] According to another aspect of this application, a calibration device for a honeycomb aluminum barrier simulation model is provided, comprising: an equivalent model establishment module for establishing an initial equivalent finite element model of the honeycomb aluminum barrier and assigning preliminary material parameters to the initial equivalent finite element model; a honeycomb block sample preparation module for preparing honeycomb aluminum blocks to obtain honeycomb block samples that meet the requirements of static calibration tests; a static test calibration module for conducting static pressure calibration tests on the honeycomb block samples and adjusting the preliminary material parameters based on the force-deformation response and deformation mode obtained from the tests; a dynamic local calibration module for conducting dynamic local calibration tests by impacting the honeycomb block samples fixed to a rigid force wall with an irregularly shaped impact head to obtain test results under extreme large deformation conditions, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results; and an impact head design module for designing a simplified vehicle model impact head; wherein the simplified vehicle model impact head has a layered structure: the upper part is rectangular... The vehicle has two convex protrusions, one at the top and one at the bottom, to simulate the impact of the subframe. The outermost points of the two protrusions are aligned in the impact direction, and a central concave plane, located between the two protrusions and inwardly recessed relative to the outermost points, simulates the area between the anti-collision beam and the subframe. A dynamic overall calibration module is used to mount the simplified vehicle model's impact head on a trolley to impact the honeycomb block sample fixed to a rigid force wall, conducting dynamic overall calibration tests, collecting test data, and calibrating the overall strength and deformation failure behavior of the honeycomb block sample under vehicle coupled crush conditions based on the test data. The test data includes force-displacement response, acceleration response, and overall deformation failure mode. A material parameter correction module is used to integrate the results of the static calibration test, the dynamic local calibration test, and the dynamic overall calibration test to iteratively correct and verify the material parameters of the initial equivalent finite element model under multiple working conditions, obtaining the final material parameters.

[0014] According to another aspect of this application, a computer-readable storage medium is provided, the storage medium storing a computer program for performing any of the methods described above.

[0015] According to another aspect of this application, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; the processor being configured to perform any of the methods described above.

[0016] This application provides a calibration method, apparatus, medium, and equipment for a honeycomb aluminum barrier simulation model. It establishes an initial equivalent finite element model of the honeycomb aluminum barrier and assigns preliminary material parameters to the model. Honeycomb aluminum blocks are prepared to obtain honeycomb block samples that meet the requirements of static calibration tests. Static pressure calibration tests are conducted on the honeycomb block samples, and the preliminary material parameters are adjusted based on the force-deformation response and deformation mode obtained from the tests. Dynamic local calibration tests are conducted by impacting the honeycomb block samples fixed to a rigid wall with a shaped impact head to obtain test results under extreme large deformation conditions. As a result, the failure parameters of the initial equivalent finite element model under extreme local loads were calibrated based on the experimental results; a simplified vehicle model impact head was designed; the simplified vehicle model impact head has a layered structure: a cuboid protrusion at the top to simulate the impact of the vehicle's anti-collision beam; a semi-cylindrical protrusion at the bottom to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and a central concave plane that is recessed inward relative to the outermost points of the protrusions in the impact direction is located between the two protrusions to simulate the area between the anti-collision beam and the subframe; the simplified vehicle model impact head was installed on a platform. A dynamic overall calibration test was conducted by impacting a honeycomb block specimen fixed to a rigid force wall on a vehicle. Test data was collected, and based on this data, the overall strength and deformation failure behavior of the honeycomb block specimen under vehicle-coupled crushing conditions were calibrated. The test data included force-displacement response, acceleration response, and overall deformation failure mode. By combining the results of static calibration tests, dynamic local calibration tests, and dynamic overall calibration tests, the material parameters of the initial equivalent finite element model were iteratively corrected and verified under multiple working conditions to obtain the final material parameters. By combining local and overall calibration, a [model / system] was constructed. The progressive calibration covering multiple working conditions, including static crushing, extreme local large deformation, and vehicle coupled crushing, significantly improves the failure prediction accuracy and engineering applicability of barrier simulation models under complex working conditions. Furthermore, the layered impact head configuration enables high-precision reproduction of the actual vehicle collision loading process, increasing the coverage of simulation model calibration. Simultaneously, through actual vehicle collision acceleration waveform fitting and reverse design, a systematic design method from vehicle collision response to calibration impact head structural parameters is established, making impact head design based on evidence, avoiding subjectivity and blindness, and improving calibration efficiency and design reusability. Attached Figure Description

[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 This is a flowchart illustrating the calibration method for a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application.

[0019] Figure 2 This is a schematic diagram of the overall structure of a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application.

[0020] Figure 3 This is a schematic diagram of a single honeycomb hole structure of a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application.

[0021] Figure 4 This is a schematic diagram of a column impact head structure provided in an exemplary embodiment of this application.

[0022] Figure 5 This is a schematic diagram of a tube frame impact head structure provided in an exemplary embodiment of this application.

[0023] Figure 6 This is a schematic diagram of a beam impact head structure provided in an exemplary embodiment of this application.

[0024] Figure 7 This is a simplified schematic diagram of the impact head structure of a vehicle model provided in an exemplary embodiment of this application.

[0025] Figure 8 This is a side view of a simplified vehicle model impact head provided in an exemplary embodiment of this application.

[0026] Figure 9 This is a front view of a simplified vehicle model impact head provided in an exemplary embodiment of this application.

[0027] Figure 10 This is a schematic diagram of the structure of a calibration device for a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application.

[0028] Figure 11 This is a structural diagram of an electronic device provided in an exemplary embodiment of this application. Detailed Implementation

[0029] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0030] Figure 1 This is a flowchart illustrating the calibration method for a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application. Figure 1 As shown, the calibration method for the honeycomb aluminum barrier simulation model includes the following steps: Step 110: Establish the initial equivalent finite element model of the honeycomb aluminum barrier and assign preliminary material parameters to the initial equivalent finite element model.

[0031] This application establishes an initial equivalent finite element model of a full-width frontal honeycomb aluminum barrier and assigns preliminary material parameters to the initial equivalent finite element model, which serve as the basis for subsequent calibration and iterative correction. Specifically, this application constructs a honeycomb aluminum barrier model with a length of 2000 mm, a width of 300 mm, a height of 1000 mm, a honeycomb cell diameter of 31.75 mm, a side length of 18.35 mm, and a width of 5 mm, and sets initial material parameters. The overall model of the full-width frontal honeycomb aluminum barrier is as follows: Figure 2 As shown, a single honeycomb hole is illustrated as follows: Figure 3 As shown.

[0032] Step 120: Prepare a honeycomb aluminum block sample to obtain a honeycomb block sample that meets the requirements of the static calibration test.

[0033] This application involves preparing honeycomb aluminum blocks to obtain honeycomb block samples that meet the requirements of static calibration tests, which are then used for subsequent static and dynamic calibration tests. Specifically, this application prepares honeycomb block samples with a length of 100 mm, a width of 200 mm, and a height of 100 mm from a solid honeycomb aluminum barrier.

[0034] Step 130: Conduct static pressure calibration tests on the honeycomb block samples, and adjust the preliminary material parameters based on the force-deformation response and deformation mode obtained from the tests.

[0035] This application conducts static pressure calibration tests on cellular blocks. Based on the force-deformation response and deformation mode obtained from the tests, the corresponding basic material parameters in the initial equivalent finite element model are adjusted and determined. The crushing strength of each segment of the barrier is obtained through static pressure tests, specifically including the crushing strength of the first half and the crushing strength of the second half of the barrier.

[0036] Step 140: Use an irregularly shaped impact head to impact the honeycomb block specimen fixed to the rigid force wall to carry out dynamic local calibration test, obtain the test results under extreme large deformation conditions, and calibrate the failure parameters of the initial equivalent finite element model under extreme local load based on the test results.

[0037] This application designs and uses an irregularly shaped impact head to impact a honeycomb block fixed to a rigid wall at an appropriate speed to obtain test results under extreme large deformation conditions, and calibrates the failure parameters of the material under extreme local loads based on these results.

[0038] Step 150: Design a simplified impact head for the car model.

[0039] The simplified car model impact head has a layered structure: the upper part is a cuboid protrusion used to simulate the impact of the vehicle's anti-collision beam; the lower part is a semi-cylindrical protrusion used to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and the central recessed plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions to simulate the area between the anti-collision beam and the subframe.

[0040] Step 160: Install the simplified vehicle model impact head on the trolley to impact the honeycomb block specimen fixed to the rigid force wall to carry out dynamic overall calibration test, collect test data, and calibrate the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data.

[0041] The test data include: force-displacement response, acceleration response, and overall deformation failure mode.

[0042] Step 170: Based on the results of the static calibration test, the dynamic local calibration test, and the dynamic overall calibration test, the material parameters of the initial equivalent finite element model are iteratively corrected and verified under multiple working conditions to obtain the final material parameters.

[0043] This application integrates the results of static calibration tests, dynamic local calibration tests, and dynamic overall calibration tests to iteratively correct and verify the material parameters of the simulation model under multiple working conditions, thereby obtaining the final high-precision model material parameters and thus obtaining a high-precision frontal full-width honeycomb aluminum barrier simulation model that can accurately reproduce the mechanical response of a real vehicle collision.

[0044] This application provides a calibration method for a simulation model of a honeycomb aluminum barrier. The method involves establishing an initial equivalent finite element model of the honeycomb aluminum barrier and assigning preliminary material parameters to it. Honeycomb aluminum blocks are prepared to obtain samples that meet the requirements of static calibration tests. Static pressure calibration tests are conducted on the honeycomb block samples, and the preliminary material parameters are adjusted based on the force-deformation response and deformation mode obtained from the tests. Dynamic local calibration tests are conducted by impacting the honeycomb block samples fixed to a rigid wall with a shaped impact head to obtain test results under extreme large deformation conditions. The results are then used to determine the calibration method based on the test results. The test results were used to calibrate the failure parameters of the initial equivalent finite element model under extreme local loads. A simplified vehicle model impact head was designed. The simplified vehicle model impact head has a layered structure: a cuboid protrusion at the top to simulate the impact of the vehicle's anti-collision beam; a semi-cylindrical protrusion at the bottom to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and a central concave plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions to simulate the area between the anti-collision beam and the subframe. The simplified vehicle model impact head was then mounted on a trolley for impact testing. A honeycomb block specimen, fixed to a rigid force wall, was subjected to dynamic overall calibration tests. Test data was collected, and based on this data, the overall strength and deformation failure behavior of the honeycomb block specimen under vehicle coupled crush conditions were calibrated. The test data included force-displacement response, acceleration response, and overall deformation failure modes. By combining the results of static calibration tests, dynamic local calibration tests, and dynamic overall calibration tests, the material parameters of the initial equivalent finite element model were iteratively corrected and verified under multiple working conditions to obtain the final material parameters. By combining local and overall calibration, a model covering static and overall conditions was constructed. The progressive calibration under multiple working conditions, including state crushing, extreme local large deformation, and vehicle coupled crushing, significantly improves the failure prediction accuracy and engineering applicability of the barrier simulation model under complex working conditions. Furthermore, the layered impact head configuration enables high-precision reproduction of the actual vehicle collision loading process, increasing the coverage of the simulation model calibration. Simultaneously, through actual vehicle collision acceleration waveform fitting and reverse design, a systematic design method from vehicle collision response to calibration impact head structural parameters is established, making impact head design based on evidence, avoiding subjectivity and blindness, and improving calibration efficiency and design reusability.

[0045] In one embodiment, step 130 can be implemented as follows: a static press is used to perform a static pressure test on the honeycomb block sample at a first speed to obtain the force-deformation response and deformation mode; based on the force-deformation response and deformation mode, preliminary material parameters are adjusted.

[0046] This application uses a static press to perform static pressure tests on the honeycomb block sample at a speed of 1 mm / min. After obtaining the material parameters, the material parameters in the initial equivalent finite element model are corrected.

[0047] In one embodiment, step 140 can be implemented by using a shaped impact head to impact a honeycomb block sample fixed to a rigid force wall at a second velocity, obtaining test results, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results.

[0048] This application utilizes three impact heads—a column impact head, a pipe frame impact head, and a beam impact head—to conduct localized extreme large deformation impact tests. Schematic diagrams of the three impact heads are shown below. Figure 4 , Figure 5 , Figure 6 As shown, three impact heads are aligned with the honeycomb block sample. The impact speed for the column impact test is 45 km / h, the speed for the pipe frame impact test is 48 km / h, and the speed for the beam impact test is 50 km / h. After sequentially completing the local dynamic tests of the three irregular impact heads, this application obtains the force-displacement curves from the test results, and uses these curves as a basis to iteratively correct the material parameters of the simulation model.

[0049] In one embodiment, step 150 can be implemented as follows: Acceleration-time history signals are extracted from a full-width deformable barrier frontal impact test of a real vehicle to obtain a general waveform; characteristic parameters are extracted from the general waveform; wherein the characteristic parameters include a first peak acceleration, a second peak acceleration, the end time of the initial rise segment, the end time of the first plateau segment, the end time of the second rise segment, the end time of the second plateau segment, the end time of the decay segment, and the decay coefficient; based on the characteristic parameters and the segmented crushing strength of the honeycomb aluminum barrier, adjustable design parameters of the simplified vehicle model impact head are calculated; wherein the adjustable design parameters include the height of the upper cuboid, the radius of the lower semi-cylinder, the height of the central concave plane, and the depth of the central concave plane.

[0050] In real-world vehicle collisions, the intrusion of the front end of a vehicle into a barrier exhibits a phased characteristic: initially, rigid structures such as the crash beam and subframe make contact with the barrier, with a limited contact area, and the acceleration climbs to a first peak and remains there briefly; as the crushing deepens, the intermediate structure intervenes later, the contact area increases abruptly, and the barrier enters a more intense latter half, with the acceleration climbing again to a higher second peak before decaying to zero. Based on the above physical process, this application extracts the acceleration-time history signal from a real-world full-width deformable barrier frontal collision test. After filtering and zero-bias correction, the pulse segment from the start of contact to the velocity returning to zero is extracted, and the acceleration curve is fitted into a "double-step" universal waveform containing an initial rising segment, a first plateau segment, a second rising segment, a second plateau segment, and a decay segment. This fitting method realistically represents the two-stage crushing characteristics of a real vehicle collision and directly corresponds to the layered configuration of the impact head—the upper cuboid and the lower semi-cylinder simulating the anti-collision beam and subframe, and the central concave plane simulating the delayed intervention of the intermediate area—providing clear phased mechanical objectives for the subsequent reverse design of each region of the impact head.

[0051] In one embodiment, the specific implementation of step 150 above may be as follows: after filtering and zero-bias correction of the acceleration-time history signal, the pulse segment from the start of contact to the velocity returning to zero is extracted to obtain a general waveform; wherein, the general waveform includes an initial rising segment, a first plateau segment, a second rising segment, a second plateau segment, and an attenuation segment.

[0052] Specifically, the initial upward phase The expression is: ; First platform segment The expression is: ; Second ascending phase The expression is: ; Second platform segment The expression is: ; Attenuation section The expression is: ; in, , , , , These are the end times of the initial rising segment, the end time of the first plateau segment (i.e., the time of intervention at the concave plane), the end time of the second rising segment, the end time of the second plateau segment, and the end time of the attenuation segment. , , , , These are the initial ascent segment, the first plateau segment, the second ascent segment, the second plateau segment, and the decay segment. The acceleration value at time t. This is the first peak acceleration. This is the second peak acceleration. This is the attenuation coefficient.

[0053] In one embodiment, the specific implementation of step 150 above may be as follows: based on the acceleration-time history signal, the segmented compression displacement of the honeycomb aluminum barrier is obtained by integration; based on the characteristic parameters and the segmented compression displacement of the honeycomb aluminum barrier, the adjustable design parameters of the simplified vehicle model impact head are solved; wherein, the adjustable design parameters include the height of the upper cuboid, the height of the middle concave plane and the radius of the lower semi-cylinder.

[0054] This application extracts characteristic parameters from a general waveform and, based on these waveform characteristic parameters and the segmented crushing strength of the barrier, inversely solves for the adjustable design parameters of the impact head. Specifically, let the height of the upper cuboid of the impact head be... The radius of the lower semi-cylinder is The height of the concave plane in the middle is and the depth of the central concave plane is The barrier compression displacement at each critical moment is obtained by integrating the acceleration waveform. Specifically, the velocity is obtained by integrating the acceleration during the initial ascent phase. ; The displacement is obtained by second integration: ; Substitute The initial ascending segment end barrier compression displacement is obtained. and corresponding speed : ; ; The acceleration of the first plateau segment is constant. The initial velocity is The duration is From the formula for uniformly accelerated motion, we can obtain the endpoint of the first platform segment (i.e., the moment of intervention at the concave plane). The corresponding compressive displacement: ; Depth of the central concave plane Intervention time of concave plane The corresponding compressive displacement is determined as follows: ; The outermost edges of the upper cuboid and the lower semi-cylinder are flush, so they both crush the barrier together in the first crushing stage, with the same crushing depth. An extension section is provided behind the lower semi-cylinder, the length of which is... This ensures that the effective crushing depth of the semi-cylindrical portion is consistent with that of the cuboid.

[0055] The first peak acceleration corresponds to the first half of the crushing barrier caused by the two protrusions, which satisfies: ; The second peak acceleration corresponds to the three parts (cubic prism, semi-cylinder plus extension, and concave plane) jointly crushing the latter half of the barrier, which satisfies: ; in, This refers to the crushing strength of the first half of the barrier. For the width of the impact head, This refers to the crushing strength of the latter half of the barrier. This is the total mass of the impact head plus the trolley. In the above formula, 、 、 、 、 、 、 Given quantities 、 、 These are adjustable design parameters for the impact head. The characteristic dimensions of the anti-collision beam are statistically analyzed using vehicle test data, and preset parameters are then used based on these characteristic dimensions. Then the solution can be obtained by solving a set of simultaneous equations. 、 .

[0056] Example explanation: The waveform feature parameters extracted through fitting in this application are shown in Table 1: Table 1 Waveform Characteristic Parameters

[0057] Initial ascent acceleration Integrating it yields Compression displacement and velocity at time: ; ; The first plateau segment is characterized by constant acceleration. From the formula for uniformly accelerated motion, we get Constant compression displacement:

[0058] Therefore .

[0059] Based on the reverse design formula, solve for the adjustable design parameters: Based on the force balance conditions of the first crushing stage: ; From the force balance condition of the second crushing stage:

[0060] Substitute

[0061] ; Based on vehicle testing statistics and experience, the height of the upper cuboid is taken. ,but: ;

[0062] Length of the lower semi-cylindrical extension: .

[0063] To ensure stability during the impact process, appropriate dimensional adjustments and chamfering were performed. The final impact head design parameters are shown in Table 2. Table 2 Simplified vehicle model impact head parameter table

[0064] The simplified car model impact head designed in this application is as follows: Figure 7 As shown, key dimensions are illustrated in the diagram. Figure 8 and Figure 9 As shown.

[0065] In one embodiment, step 160 can be implemented by: using a trolley to impact the honeycomb block sample at a second speed to obtain test data; and calibrating the overall strength and deformation failure behavior of the honeycomb block sample under the coupled crushing condition of the whole vehicle based on the test data.

[0066] Based on the completion of local calibration and simplified vehicle model impact head design, overall calibration was carried out in dynamic calibration test: the simplified vehicle model impact head was installed on the trolley and impacted the full-width frontal honeycomb aluminum barrier fixed to the rigid force wall at a specified collision speed of 54km / h. Test data such as force-displacement response, acceleration response and overall deformation failure mode were collected to calibrate the overall strength and deformation failure behavior of the barrier under the coupled crushing condition of the whole vehicle.

[0067] Figure 10 This is a schematic diagram of the structure of a calibration device for a honeycomb aluminum barrier simulation model provided in an exemplary embodiment of this application. Figure 10As shown, the calibration device 90 for the honeycomb aluminum barrier simulation model includes: an equivalent model establishment module 91, used to establish an initial equivalent finite element model of the honeycomb aluminum barrier and assign preliminary material parameters to the initial equivalent finite element model; a honeycomb block sample preparation module 92, used to prepare honeycomb aluminum blocks to obtain honeycomb block samples that meet the requirements of static calibration tests; a static test calibration module 93, used to conduct static pressure calibration tests on the honeycomb block samples and adjust the preliminary material parameters based on the force-deformation response and deformation mode obtained from the tests; a dynamic local calibration module 94, used to conduct dynamic local calibration tests by impacting the honeycomb block samples fixed to a rigid force wall with an irregularly shaped impact head to obtain test results under extreme large deformation conditions, and calibrate the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results; and an impact head design module 95, used to design a simplified vehicle model impact head; wherein, the simplified vehicle model impact head has a layered structure: the upper part is a cuboid. The system includes two protrusions: a raised section to simulate the impact of a vehicle's anti-collision beam, and a semi-cylindrical protrusion below to simulate the impact of a subframe. The outermost points of the two protrusions are aligned in the impact direction, and a central recessed plane, located between the two protrusions and inwardly indented relative to the outermost points, simulates the area between the anti-collision beam and the subframe. A dynamic overall calibration module 96 is used to mount the simplified vehicle model's impact head on a trolley to impact a honeycomb block specimen fixed to a rigid force wall for dynamic overall calibration testing. Test data is collected, and based on this data, the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the entire vehicle are calibrated. The test data includes force-displacement response, acceleration response, and overall deformation failure mode. A material parameter correction module 97 is used to integrate the results of static calibration tests, dynamic local calibration tests, and dynamic overall calibration tests to iteratively correct and verify the material parameters of the initial equivalent finite element model under multiple working conditions, obtaining the final material parameters.

[0068] This application provides a calibration device for a simulation model of a honeycomb aluminum barrier. An equivalent model establishment module 91 establishes an initial equivalent finite element model of the honeycomb aluminum barrier and assigns preliminary material parameters to the initial equivalent finite element model. A honeycomb block sample preparation module 92 prepares honeycomb aluminum blocks to obtain honeycomb block samples that meet the requirements of static calibration tests. A static test calibration module 93 conducts static pressure calibration tests on the honeycomb block samples and adjusts the preliminary material parameters based on the force-deformation response and deformation mode obtained from the tests. A dynamic local calibration module 94 uses a shaped impact head to impact the honeycomb block samples fixed to a rigid force wall to conduct dynamic local calibration tests. The test results under extreme large deformation conditions were obtained, and the failure parameters of the initial equivalent finite element model under extreme local loads were calibrated based on the test results; the impact head design module 95 designed a simplified vehicle model impact head; the simplified vehicle model impact head has a layered structure: the upper part is a cuboid protrusion, used to simulate the impact of the vehicle's anti-collision beam; the lower part is a semi-cylindrical protrusion, used to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and the central concave plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions, used to simulate the area between the anti-collision beam and the subframe; dynamic overall The calibration module 96 mounts a simplified vehicle model impact head onto a trolley to impact a honeycomb block specimen fixed to a rigid force wall to conduct a dynamic overall calibration test, collects test data, and calibrates the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data; the test data includes: force-displacement response, acceleration response, and overall deformation failure mode; the material parameter correction module 97 integrates the results of static calibration tests, dynamic local calibration tests, and dynamic overall calibration tests to iteratively correct and verify the material parameters of the initial equivalent finite element model under multiple working conditions to obtain the final material parameters; and performs local... By combining calibration with overall calibration, a progressive calibration system covering static crushing, extreme local large deformation, and vehicle coupled crushing was constructed, significantly improving the failure prediction accuracy and engineering applicability of the barrier simulation model under complex conditions. Furthermore, the layered impact head configuration enabled high-precision reproduction of the actual vehicle collision loading process, increasing the coverage of the simulation model calibration. Simultaneously, through actual vehicle collision acceleration waveform fitting and reverse design, a systematic design method was established from the vehicle collision response to the calibration of the impact head structural parameters, making the impact head design based on evidence, avoiding subjectivity and blindness, and improving calibration efficiency and design reusability.

[0069] In one embodiment, the static test calibration module 93 described above can be further configured to: perform a static pressure test on the honeycomb block sample at a first speed using a static press to obtain the force-deformation response and deformation mode; and adjust the preliminary material parameters based on the force-deformation response and deformation mode.

[0070] In one embodiment, the dynamic local calibration module 94 can be further configured to: use an irregularly shaped impact head to impact the honeycomb block sample fixed to the rigid force wall at a second velocity, obtain test results, and calibrate the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results.

[0071] In one embodiment, the aforementioned impact head design module 95 can be further configured to: extract acceleration-time history signals from a full-width deformable barrier collision test of a real vehicle front to obtain a general waveform; extract characteristic parameters from the general waveform; wherein the characteristic parameters include a first peak acceleration, a second peak acceleration, the end time of the initial rise segment, the end time of the first plateau segment, the end time of the second rise segment, the end time of the second plateau segment, the end time of the attenuation segment, and the attenuation coefficient; and solve for adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmented crushing strength of the honeycomb aluminum barrier; wherein the adjustable design parameters include the height of the upper cuboid, the radius of the lower semi-cylinder, the height of the central concave plane, and the depth of the central concave plane.

[0072] In one embodiment, the impact head design module 95 can be further configured to: filter and zero-bias correction the acceleration-time history signal, and then extract the pulse segment from the start of contact to the velocity returning to zero to obtain a general waveform; wherein, the general waveform includes an initial rising segment, a first plateau segment, a second rising segment, a second plateau segment, and an attenuation segment.

[0073] In one embodiment, the impact head design module 95 can be further configured to: integrate the acceleration-time history signal to obtain the segmented compression displacement of the honeycomb aluminum barrier; and solve the adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmented compression displacement of the honeycomb aluminum barrier; wherein the adjustable design parameters include the height of the upper cuboid, the height of the middle concave plane, and the radius of the lower semi-cylinder.

[0074] In one embodiment, the aforementioned dynamic overall calibration module 96 can be further configured to: use a trolley to impact the honeycomb block sample at a second speed to obtain test data; and calibrate the overall strength and deformation failure behavior of the honeycomb block sample under the coupled crushing condition of the whole vehicle based on the test data.

[0075] Below, for reference Figure 11 This application describes an electronic device according to embodiments thereof. The electronic device may be either or both of a first device and a second device, or a standalone device independent of them, which may communicate with the first device and the second device to receive acquired input signals from them.

[0076] Figure 11 A block diagram of an electronic device according to an embodiment of this application is illustrated.

[0077] like Figure 11 As shown, the electronic device 10 includes one or more processors 11 and memory 12.

[0078] The processor 11 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.

[0079] The memory 12 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may execute the program instructions to implement the methods of the various embodiments of this application described above and / or other desired functions. Various contents such as input signals, signal components, and noise components may also be stored in the computer-readable storage medium.

[0080] In one example, the electronic device 10 may also include an input device 13 and an output device 14, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0081] When the electronic device is a standalone device, the input device 13 can be a communication network connector for receiving the collected input signals from the first device and the second device.

[0082] In addition, the input device 13 may also include, for example, a keyboard, a mouse, etc.

[0083] The output device 14 can output various information to the outside, including determined distance information, direction information, etc. The output device 14 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0084] Of course, for the sake of simplicity, Figure 11 Only some of the components of the electronic device 10 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 10 may include any other suitable components depending on the specific application.

[0085] In addition to the methods and apparatus described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.

[0086] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0087] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.

[0088] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0089] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0090] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0091] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0092] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0093] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A calibration method for a honeycomb aluminum barrier simulation model, characterized in that, include: An initial equivalent finite element model of the honeycomb aluminum barrier is established, and preliminary material parameters are assigned to the initial equivalent finite element model. A honeycomb aluminum block was prepared to obtain a honeycomb block sample that meets the requirements of the static calibration test; A static pressure calibration test was conducted on the honeycomb block sample, and the preliminary material parameters were adjusted based on the force-deformation response and deformation mode obtained from the test. A dynamic local calibration test was carried out by impacting the honeycomb block specimen fixed to a rigid force wall with an irregularly shaped impact head to obtain the test results under extreme large deformation conditions, and the failure parameters of the initial equivalent finite element model under extreme local load were calibrated based on the test results. Design a simplified vehicle model impact head; wherein, the simplified vehicle model impact head has a layered structure: the upper part is a cuboid protrusion, used to simulate the impact of the vehicle's anti-collision beam; the lower part is a semi-cylindrical protrusion, used to simulate the impact of the subframe; the outermost points of the two protrusions are aligned in the impact direction, and the central concave plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions, used to simulate the area between the anti-collision beam and the subframe; The simplified vehicle model impact head is mounted on a trolley to impact the honeycomb block specimen fixed to a rigid force wall to carry out a dynamic overall calibration test, collect test data, and calibrate the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data; wherein, the test data includes: force-displacement response, acceleration response and overall deformation failure mode; Based on the results of the static calibration test, the dynamic local calibration test, and the dynamic overall calibration test, the material parameters of the initial equivalent finite element model are iteratively corrected and verified under multiple working conditions to obtain the final material parameters.

2. The calibration method for the honeycomb aluminum barrier simulation model according to claim 1, characterized in that, The static pressure calibration test performed on the honeycomb block sample, and the adjustment of the preliminary material parameters based on the force-deformation response and deformation mode obtained from the test, include: A static pressure test was performed on the honeycomb block sample using a static press at a first speed to obtain the force-deformation response and deformation mode. Based on the force-deformation response and deformation mode, the preliminary material parameters are adjusted.

3. The calibration method for the honeycomb aluminum barrier simulation model according to claim 1, characterized in that, The process of using an irregularly shaped impact head to impact the honeycomb block specimen fixed to a rigid force wall to conduct a dynamic local calibration test, obtaining test results under extreme large deformation conditions, and calibrating the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results includes: The honeycomb block specimen fixed to a rigid force wall was impacted with an irregularly shaped impact head at a second velocity to obtain the test results, and the failure parameters of the initial equivalent finite element model under extreme local loads were calibrated based on the test results.

4. The calibration method for the honeycomb aluminum barrier simulation model according to claim 1, characterized in that, The simplified vehicle model impact head design includes: Acceleration-time history signals were extracted from full-width frontal deformable barrier crash tests of real vehicles to obtain a general waveform; Feature parameters are extracted from the general waveform; wherein, the feature parameters include a first peak acceleration, a second peak acceleration, the end time of the initial rise segment, the end time of the first plateau segment, the end time of the second rise segment, the end time of the second plateau segment, the end time of the decay segment, and the decay coefficient; Based on the aforementioned characteristic parameters and the segmented crushing strength of the honeycomb aluminum barrier, the adjustable design parameters of the simplified vehicle model impact head are determined; wherein, the adjustable design parameters include the height of the upper cuboid, the radius of the lower semi-cylinder, the height of the central concave plane, and the depth of the central concave plane.

5. The calibration method for the honeycomb aluminum barrier simulation model according to claim 4, characterized in that, The acceleration-time history signal extracted from the full-width deformable barrier frontal crash test of a real vehicle yields the following general waveforms: After filtering and zero-bias correction of the acceleration-time history signal, the pulse segment from the start of contact to the velocity returning to zero is extracted to obtain the general waveform; wherein, the general waveform includes an initial rising segment, a first plateau segment, a second rising segment, a second plateau segment, and an attenuation segment.

6. The calibration method for the honeycomb aluminum barrier simulation model according to claim 4, characterized in that, The process of determining the adjustable design parameters of the simplified vehicle model impact head based on the characteristic parameters and the segmented crush strength of the honeycomb aluminum barrier includes: Based on the acceleration-time history signal, the segmented compression displacement of the honeycomb aluminum barrier is obtained by integration; Based on the characteristic parameters and the segmented compression displacement of the honeycomb aluminum barrier, the adjustable design parameters of the simplified vehicle model impact head are solved; wherein, the adjustable design parameters include the height of the upper cuboid, the height of the middle concave plane, and the radius of the lower semi-cylinder.

7. The calibration method for the honeycomb aluminum barrier simulation model according to claim 1, characterized in that, The process of mounting the simplified vehicle model impact head on a trolley to impact the honeycomb block specimen fixed to a rigid force wall to conduct a dynamic overall calibration test, collecting test data, and calibrating the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data includes: The test data are obtained by impacting the honeycomb block sample with the trolley at a second velocity. Based on the test data, the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle were calibrated.

8. A calibration device for a honeycomb aluminum barrier simulation model, characterized in that, include: The equivalent model establishment module is used to establish an initial equivalent finite element model of the honeycomb aluminum barrier and assign preliminary material parameters to the initial equivalent finite element model. The honeycomb block sample preparation module is used to prepare honeycomb aluminum blocks to obtain honeycomb block samples that meet the requirements of static calibration tests. The static test calibration module is used to conduct static pressure calibration tests on the honeycomb block sample and adjust the preliminary material parameters based on the force-deformation response and deformation mode obtained from the test. The dynamic local calibration module is used to conduct dynamic local calibration tests by impacting the honeycomb block specimen fixed to a rigid force wall with an irregularly shaped impact head, to obtain test results under extreme large deformation conditions, and to calibrate the failure parameters of the initial equivalent finite element model under extreme local loads based on the test results. An impact head design module is used to design a simplified vehicle model impact head. The simplified vehicle model impact head has a layered structure: the upper part is a cuboid protrusion used to simulate the impact of a vehicle's anti-collision beam; the lower part is a semi-cylindrical protrusion used to simulate the impact of a subframe; the outermost points of the two protrusions are aligned in the impact direction, and the central recessed plane, which is recessed inward relative to the outermost points of the protrusions in the impact direction, is located between the two protrusions to simulate the area between the anti-collision beam and the subframe. The dynamic overall calibration module is used to install the simplified vehicle model impact head on the trolley to impact the honeycomb block specimen fixed to the rigid force wall to carry out dynamic overall calibration tests, collect test data, and calibrate the overall strength and deformation failure behavior of the honeycomb block specimen under the coupled crushing condition of the whole vehicle based on the test data; wherein, the test data includes: force-displacement response, acceleration response, and overall deformation failure mode; The material parameter correction module is used to integrate the results of the static calibration test, the dynamic local calibration test, and the dynamic overall calibration test to iteratively correct and verify the material parameters of the initial equivalent finite element model under multiple working conditions, so as to obtain the final material parameters.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program for performing the method described in any one of claims 1-7.

10. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is used to execute the method described in any one of claims 1-7.

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