A drill chuck collision simulation test method, system, electronic device and medium

Abstract

The application relates to the technical field of automobile safety testing, and discloses a drilling and truck collision simulation test method and system, an electronic device and a medium, which comprise the following steps: acquiring rear structure parameters of a commercial truck, whole vehicle test parameters of a collision vehicle and drilling and truck collision control parameters; constructing a commercial truck rear structure simulation model and a whole vehicle collision simulation model comprising a mass equivalent model and a protection structure model; performing collision simulation based on the drilling and truck collision control parameters to obtain drilling and truck collision simulation results; adjusting the whole vehicle test parameters of the collision vehicle according to vehicle structure response information and front passenger injury information to obtain target test parameters; setting drilling and truck collision test conditions according to the target test parameters and performing collision to obtain drilling and truck collision test results; and the scheme solves the problems that the simulation calculation amount of the rear structure of the commercial truck is large in drilling and truck collision testing, and it is difficult to consider vehicle structure response and passenger injury to determine test parameters.

Description

Technical Field

[0001] This specification relates to the field of automotive safety testing technology, and in particular to a drill-and-card collision simulation test method, system, electronic equipment, and medium. Background Technology

[0002] As automotive safety requirements continue to rise, vehicle collision simulation is increasingly being applied to collision safety performance analysis. In rear-end collisions with commercial trucks, the colliding vehicle may become stuck, causing structural damage and injury to occupants. Therefore, how to reasonably characterize the collision characteristics of the rear structure of commercial trucks and determine the parameters for stuck-in-the-land collision tests has become a crucial issue in vehicle collision safety testing.

[0003] Current collision simulations typically involve building finite element models of the vehicle and the collision object, and then evaluating vehicle structure and occupant damage based on collision control conditions. However, in truck-drilling collisions, commercial trucks have large mass and size, resulting in a significant computational burden for detailed overall modeling. Simplifying only the rear structure makes it difficult to account for the overall mass of the commercial truck and the collision deformation characteristics of the rear underrun protection structure.

[0004] Furthermore, when determining test parameters based on the results of truck-drilling collision simulations, adjustments based solely on a single aspect—either vehicle structural response or occupant injury—are insufficient to simultaneously consider both the structural stress state of the colliding vehicle and the injury status of the front-seat occupants. This may necessitate repeated adjustments to test parameters and subsequent collision verification. Consequently, existing technologies struggle to control the computational load of rear-section simulations for commercial trucks while simultaneously considering the overall mass of the truck and the collision deformation of the rear underrun protection structure. Furthermore, they are ill-equipped to combine vehicle structural response information with front-seat occupant injury information when determining truck-drilling collision test parameters. Therefore, a truck-drilling collision simulation testing method, system, electronic equipment, and medium are urgently needed to address these issues. Summary of the Invention

[0005] In view of this, the present invention aims to propose a drill-and-truck collision simulation test method, system, electronic equipment and medium to solve the problems in existing drill-and-truck collision tests that make it difficult to take into account the overall mass effect of commercial trucks and the collision deformation characteristics of the rear protective structure, and that it is difficult to reasonably determine the drill-and-truck collision test parameters by combining the vehicle structural response and the damage to the front occupants.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A drill chuck collision simulation test method includes: S1: Obtain rear structure parameters of commercial trucks, whole vehicle test parameters of collision vehicles, and drill-and-drive collision control parameters; S2: Construct a simulation model of the rear structure of the commercial truck based on the rear structure parameters of the commercial truck, and construct a vehicle collision simulation model based on the vehicle test parameters of the collision vehicle; wherein, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model; S3: Based on the drill-truck collision control parameters, control the collision simulation model of the whole vehicle to collide with the simulation model of the rear structure of the commercial truck to obtain the drill-truck collision simulation results; S4: Determine the vehicle structural response information based on the drill-card collision simulation results, and further determine the front passenger injury information when the vehicle structural response information meets the preset structural response conditions. Determine the target test parameters based on the vehicle structural response information and the front passenger injury information. S5: Set the drill-truck collision test conditions according to the target test parameters, and control the collision vehicle to collide with the rear structure of the commercial truck to obtain the drill-truck collision test results.

[0007] Furthermore, in step S2, the step of constructing the simulation model of the rear structure of the commercial truck includes: S2-1: Based on the rear structure parameters of the commercial truck, construct the mass equivalent model and the protective structure model respectively; S2-2: Mesh the mass equivalent model and the protective structure model respectively, and establish the connection relationship between the mass equivalent model and the protective structure model.

[0008] Further, S2-2 includes: S2-2-1: The mass equivalent model is meshed using the first mesh size, and the mass equivalent model is set as a rigid body model; S2-2-2: The protective structure model is meshed using a second mesh size, and the protective structure model is set according to the material parameters of the rear underrun protection structure of the commercial truck; wherein, the second mesh size is smaller than the first mesh size; S2-2-3: Establish the connection relationship between the mass equivalent model and the protective structure model through rigid-flexible connection.

[0009] Furthermore, in step S4, the step of determining the vehicle structural response information based on the drill-card collision simulation results includes: S4-1: Determine the energy change information of the whole vehicle collision simulation model during the collision process based on the drill-card collision simulation results; S4-2: Determine the force information and energy absorption information of the front-end structure of the whole vehicle collision simulation model based on the drill-card collision simulation results; S4-3: Based on the energy change information, the force information, and the energy absorption information, determine whether the vehicle structure response information meets the preset structure response conditions; S4-4: When the vehicle structure response information does not meet the preset structure response conditions, adjust the whole vehicle test parameters of the collision vehicle according to the vehicle structure response information, and update the whole vehicle collision simulation model based on the adjusted whole vehicle test parameters.

[0010] Further, S4-2 includes: S4-2-1: Obtain the cross-sectional force information of the front-end structure of the vehicle collision simulation model, and determine the relationship between the cross-sectional force and the collision time based on the cross-sectional force information; S4-2-2: Determine the effective time period during the collision process based on the relationship between the cross-sectional force and the collision time, and determine the effective stress value of the front end structure within the effective time period; S4-2-3: Compare the effective stress value with the material failure condition of the corresponding structure to determine the failure state of the front-end structure.

[0011] Furthermore, in S4-4, the step of adjusting the whole-vehicle test parameters of the collision vehicle based on the vehicle structural response information includes: S4-4-1: Determine the location of structural failure based on the failure state of the front-end structure; S4-4-2: Based on the failure location and the force information of the front-end structure, determine the collision force transmission state of the collision vehicle during the drilling collision process; S4-4-3: When the collision force transmission state does not meet the preset force transmission conditions, adjust the vehicle test parameters of the collision vehicle according to the failure location, and update the vehicle collision simulation model based on the adjusted vehicle test parameters.

[0012] Furthermore, in step S4, the step of adjusting the whole vehicle test parameters of the collision vehicle based on the front occupant injury information includes: S4-5: When the vehicle structural response information meets the preset structural response conditions, the front passenger injury information is obtained through the constraint system set in the whole vehicle collision simulation model. S4-6: Compare the front passenger injury information with the preset passenger injury conditions. If the front passenger injury information does not meet the preset passenger injury conditions, adjust the vehicle test parameters of the collision vehicle according to the front passenger injury information, and update the vehicle collision simulation model based on the adjusted vehicle test parameters. Specifically, when the vehicle structure response information meets the preset structure response conditions and the front occupant injury information meets the preset occupant injury conditions, the target test parameters are determined based on the current vehicle test parameters of the collision vehicle and the corresponding drill-and-car collision control parameters. In S5, the rear structure of the commercial truck is set according to the rear structure parameters of the commercial truck, and the drill-and-car collision test conditions are set according to the target test parameters.

[0013] A drill chuck collision simulation testing system includes: The parameter acquisition module is used to acquire the rear structure parameters of commercial trucks, the whole vehicle test parameters of collision vehicles, and the drill-and-car collision control parameters. The model building module is used to build a simulation model of the rear structure of the commercial truck based on the rear structure parameters of the commercial truck, and to build a simulation model of the whole vehicle collision based on the whole vehicle test parameters of the collision vehicle; wherein, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model; The collision simulation module is used to control the collision simulation model of the whole vehicle and the rear structure simulation model of the commercial truck to collide based on the collision control parameters of the drill truck, so as to obtain the collision simulation results of the drill truck. The parameter determination module is used to determine the vehicle structural response information and front-row occupant injury information based on the drill-and-card collision simulation results, and adjust the whole vehicle test parameters of the collision vehicle based on the vehicle structural response information and the front-row occupant injury information to obtain target test parameters that meet preset conditions. The collision test module is used to set the drill-truck collision test conditions according to the target test parameters, and control the collision vehicle to collide with the rear structure of the commercial truck to obtain the drill-truck collision test results.

[0014] An electronic device includes: a processor; a memory; and a program, wherein the program is stored in the memory and configured to be executed by the processor, the program being used to perform a drill chuck collision simulation test method.

[0015] A computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor as a drill chuck collision simulation test method.

[0016] The principles and advantages of this invention are: 1. By dividing the simulation model of the rear structure of a commercial truck into a mass equivalent model and a protective structure model, and using different mesh sizes for each, the mass equivalent model represents the mass effect of the commercial truck, while the protective structure model represents the collision deformation of the rear underrun protection structure. This reduces the computational load of the simulation while preserving the collision deformation characteristics of the commercial truck's rear underrun protection structure.

[0017] 2. By simulating a drill-and-pump collision, the energy changes, front-end structural stress, and energy absorption of the vehicle are obtained. Furthermore, based on the effective stress, structural failure location, and stress information, the collision force transmission state is determined. When corresponding conditions are not met, the vehicle's overall test parameters are adjusted. This allows for parameter adjustments to address structural stress and failure conditions in drill-and-pump collisions, improving the rationality of the vehicle's structural collision response.

[0018] 3. After the vehicle structural response meets the conditions, further information on front-seat occupant injury is obtained, and the vehicle test parameters are adjusted based on the occupant injury situation. When both the vehicle structural response and front-seat occupant injury meet the corresponding conditions, target test parameters are determined, and a drill-and-drive collision test is conducted accordingly. This approach allows for the determination of drill-and-drive collision test parameters by considering both vehicle structural response and front-seat occupant injury, improving the rationality of the target test parameter determination. Attached Figure Description

[0019] This specification will be further described by way of exemplary embodiments, which will be described in detail with reference to the accompanying drawings. These embodiments are not limiting; in these embodiments, the same reference numerals denote the same structures, wherein: Figure 1 This is an exemplary flowchart of a drill chuck collision simulation test method according to some embodiments of this specification; Figure 2 These are exemplary schematic diagrams of simulation models of the rear structure of commercial trucks according to some embodiments of this specification; Figure 3 This is an exemplary block diagram of a drill chuck collision simulation test system according to some embodiments of this specification. Detailed Implementation

[0020] To more clearly illustrate the technical solutions of the embodiments in this specification, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some examples or embodiments of this specification. For those skilled in the art, these drawings can be applied to other similar scenarios without creative effort. Unless obvious from the context or otherwise specified, the same reference numerals in the drawings represent the same structures or operations.

[0021] As indicated in this specification and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0022] Flowcharts are used in this specification to illustrate the operations performed by the system according to embodiments of this specification. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0023] The following detailed explanation illustrates the specific implementation methods: Example 1: Figure 1 This is an exemplary flowchart of a drill chuck collision simulation test method according to some embodiments of this specification. Figure 1 As shown, the drill chuck collision simulation test method includes the following steps: S1: Obtain rear structure parameters of commercial trucks, whole vehicle test parameters of crash vehicles, and crash control parameters for drilling trucks.

[0024] Among them, the rear structure parameters of commercial trucks are used to characterize the rear structure of commercial trucks involved in drill-and-car collisions.

[0025] In this embodiment, the rear structure parameters of the commercial truck may include the geometric and material parameters of part of the rear frame and the rear underrun protection structure of the commercial truck. The geometric parameters may include geometric dimensions, shape and thickness parameters.

[0026] The vehicle test parameters for a collision vehicle are used to characterize the vehicle type, overall structural state, and occupant restraint state. These parameters may include vehicle type, vehicle structural parameters, material parameters, connection parameters, and restraint system parameters. The collision vehicle can be an SUV, sedan, or pickup truck, among other vehicle types.

[0027] Collision control parameters for drill trucks can include collision speed, collision direction, and the ground clearance of the rear structure of the commercial truck.

[0028] In this embodiment, the collision speed can be obtained using a speedometer during the collision test; the collision direction can be set to be consistent with the centerline of the commercial truck; and the ground clearance of the rear structure of the commercial truck can be obtained through actual measurement. These parameters can be derived from existing real-vehicle tests or set according to the specific conditions of the upcoming truck crash test.

[0029] S2: Construct a simulation model of the rear structure of a commercial truck based on the rear structure parameters of the commercial truck, and construct a vehicle collision simulation model based on the vehicle test parameters of the collision vehicle; among which, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model.

[0030] Figure 2These are exemplary schematic diagrams of simulation models of the rear structure of commercial trucks according to some embodiments of this specification, such as... Figure 2 As shown, the simulation model of the rear structure of a commercial truck includes a mass equivalent model and a protective structure model. The mass equivalent model and the protective structure model are connected by a rigid-flexible connection.

[0031] Among them, the commercial truck rear structure simulation model is used to simulate the mass effect and local collision response of the commercial truck rear structure during the drill-and-drive collision process, while the whole vehicle collision simulation model is used to simulate the structural response of the colliding vehicle during the drill-and-drive collision process.

[0032] Furthermore, in S2, the steps for constructing a simulation model of the rear structure of a commercial truck include: S2-1: Based on the rear structural parameters of commercial trucks, construct a mass equivalent model and a protective structure model respectively.

[0033] Specifically, since the overall mass and structural dimensions of commercial trucks are significantly larger than those of the vehicles involved in the collision, and the main area of ​​deformation during the collision is the rear underrun protection structure of the commercial truck, the simulation model of the rear structure of the commercial truck can be divided into a mass equivalent model and a protection structure model.

[0034] Among them, the mass equivalence model is mainly used to characterize the mass effect of commercial trucks, while the protective structure model is mainly used to characterize the bending and deformation of the rear underrun protection structure of commercial trucks during the collision process.

[0035] In one possible implementation, a mass equivalent model and a protective structure model can be established based on the rear structure parameters of the commercial truck using preprocessing software such as ANSA or HyperMesh, and preprocessing operations such as geometry cleaning, mesh generation, and model connection can be performed.

[0036] S2-2: Mesh the mass equivalent model and the protective structure model respectively, and establish the connection relationship between the mass equivalent model and the protective structure model.

[0037] Furthermore, S2-2 includes: S2-2-1: Mesh the mass equivalent model using the first mesh size, and set the mass equivalent model as a rigid body model.

[0038] In this embodiment, the first mesh size can be set to 20mm or larger, and the mass equivalent model is set as a rigid body model to characterize the mass effect of a commercial truck during a drill-and-carry collision.

[0039] In this context, the rigid body model refers to a model that does not consider its own elastic deformation and structural failure during collision simulation, where the relative positions of each mesh node remain unchanged and the model moves as a whole. Since the mass equivalent model is mainly used to characterize the mass effect of commercial trucks without simulating the local deformation of this part of the structure, the mass equivalent model can be configured with mass attributes to allow it and the protective structure model to jointly characterize the inertial characteristics of actual commercial trucks.

[0040] Specifically, the total mass, center of gravity, and moment of inertia of the commercial truck to be simulated can be obtained. Based on the mass properties calculated from the protective structure model using actual material parameters, the equivalent mass, equivalent center of gravity, and equivalent moment of inertia of the equivalent mass model are determined. These equivalent mass, center of gravity, and moment of inertia are then assigned to the equivalent mass model, ensuring that the total mass, overall center of gravity, and moment of inertia of the combined equivalent mass model and protective structure model match the total mass, center of gravity, and moment of inertia of the commercial truck to be simulated. Thus, without requiring detailed deformable modeling of the entire commercial truck, the overall inertial effect of the commercial truck on the colliding vehicle can still be preserved during the truck-penetrating collision.

[0041] S2-2-2: The protective structure model is meshed using the second mesh size, and the protective structure model is set according to the material parameters of the rear underrun protection structure of commercial trucks; wherein, the second mesh size is smaller than the first mesh size.

[0042] In this embodiment, the second mesh size can be set to 6-8 mm, and the protective structure model is set according to the material parameters of the actual commercial truck's rear underrun protection structure, so that the protective structure model can undergo corresponding bending and deformation during the truck collision. By making the second mesh size smaller than the first mesh size, a relatively fine mesh can be made for the commercial truck's rear underrun protection structure that mainly undergoes collision deformation, without having to use the same mesh accuracy for the mass equivalent model.

[0043] S2-2-3: Establish the connection between the mass equivalent model and the protective structure model through rigid-flexible connection.

[0044] In this embodiment, node constraints can be established in the connection region between the mass equivalent model and the protective structure model. Corresponding nodes in the connection region of the protective structure model are coupled to the mass equivalent model, causing the connection region to move as a whole with the mass equivalent model. The inertial effect and collision load of the mass equivalent model are then transferred to the protective structure model. Other regions of the protective structure model, except for the connection region, can still deform according to their material properties. Therefore, while maintaining the connection between the mass equivalent model and the protective structure model, the protective structure model can represent the local bending and deformation of the rear underrun protection structure of a commercial truck during a drill-and-drive collision.

[0045] Specifically, one or more rows of nodes in the protective structure model that connect to the mass equivalent model can be defined as connection nodes, and these connection nodes can be grouped into node sets. For example, when both ends of the protective structure model are connected to the mass equivalent model, the nodes in the connection areas at the left and right ends of the protective structure model can be selected as two node sets, and the nodes in each node set can be set as additional nodes of the mass equivalent model. This allows the connection nodes to undergo rigid body motion with the mass equivalent model, while the remaining unconstrained nodes in the protective structure model can still deform. For example, in LS-DYNA, the above connection relationship can be established using rigid body additional nodes.

[0046] For whole vehicle collision simulation models, a meshed model of the collision vehicle can be constructed based on the whole vehicle test parameters of the collision vehicle.

[0047] In this embodiment, the geometric model of the collision vehicle can be constructed into a meshed model using pre-processing software such as ANSA or HyperMesh. For example, ANSA software can be used to complete pre-processing operations such as geometry cleanup, mesh generation, and model connection. The whole-vehicle collision simulation model of the collision vehicle may include whole vehicle components such as the body-in-white, front doors, rear doors, hood, motor components, trim components, front bumper components, and chassis components.

[0048] For a full-vehicle crash simulation model, material parameters can be assigned to the corresponding mesh based on the BOM (Bill of Materials) of the crashing vehicle. The BOM records the name, number, material, and specifications of each component of the crashing vehicle, thus determining the materials corresponding to each vehicle component in the full-vehicle crash simulation model.

[0049] In this embodiment, material parameters may include engineering stress curves and failure modes, so that each vehicle structure deforms or fails according to the corresponding material properties during the collision simulation. For the metal structure on the body-in-white, the material response can be evaluated based on the yield and fracture characteristics of the corresponding material; non-metallic structures such as plastic parts in the front bumper can be set separately according to the corresponding material model.

[0050] After the mesh model is built, connection relationships can be established for the vehicle components. These connections can include rigid body connections, flexible body connections, rigid-flexible body connections, and hinge connections. Operations such as airbag tire pressure processing and suspension spring damping establishment can be performed to recreate the actual assembly state of the vehicle. For example, the doors and hood can be connected to the body-in-white via rotating secondary hinges.

[0051] In this embodiment, the mesh quality of the vehicle collision simulation model can also be checked. For example, the vehicle collision simulation model can be checked based on mesh quality indicators such as aspect ratio, mesh size, Jacobian, warpage, skew angle, and interior angle, and meshes that do not meet the preset mesh quality conditions can be optimized and adjusted.

[0052] S3: Based on the collision control parameters of the drill truck, control the collision simulation model of the whole vehicle to collide with the simulation model of the rear structure of the commercial truck to obtain the collision simulation results of the drill truck.

[0053] Specifically, after completing the connection of vehicle components and material assignment, boundary control conditions can be set in the simulation model. In addition to the crash control parameters, boundary control conditions can also include collision displacement, contact relationship, and collision duration. After setting these parameters, the LS-DYNA solver is used to solve the collision simulation model of the whole vehicle and the rear structure simulation model of the commercial truck, simulating the process of the colliding vehicle rear-ending the commercial truck and driving under it. After solving, the crash simulation results can be post-processed using Meta post-processing software.

[0054] S4: Determine the vehicle structural response information based on the drill-and-cart collision simulation results, and further determine the front passenger injury information when the vehicle structural response information meets the preset structural response conditions. Determine the target test parameters based on the vehicle structural response information and the front passenger injury information.

[0055] In this embodiment, the vehicle structural response information of the collision vehicle can first be evaluated based on the results of the drill-and-drive collision simulation. If the vehicle structural response information does not meet the preset structural response conditions, the whole vehicle test parameters of the collision vehicle are adjusted and the whole vehicle collision simulation model is updated, and the drill-and-drive collision simulation is repeated. After the vehicle structural response information meets the preset structural response conditions, the damage information of the front-seat occupants is further obtained and evaluated. Thus, the whole vehicle test parameters of the collision vehicle are verified and adjusted sequentially through vehicle structural response evaluation and front-seat occupant damage evaluation, and the target test parameters are determined when both meet the corresponding conditions.

[0056] Furthermore, in S4, the steps for determining the vehicle structural response information based on the drill-and-carry collision simulation results include: S4-1: Determine the energy change information of the whole vehicle collision simulation model during the collision process based on the results of the drill-card collision simulation.

[0057] In this embodiment, the total energy, kinetic energy, internal energy, slip energy, and hourglass energy of the whole vehicle collision simulation model during the drill-and-car collision process can be extracted using Meta post-processing software, and curves of the change of each type of energy with the collision time can be generated respectively.

[0058] For example, when the total energy curve is relatively smooth and there are no obvious abnormal fluctuations, the slip energy does not show abnormally negative values ​​and its proportion of the total energy is within the allowable range, and the maximum hourglass energy does not exceed 5% of the maximum total energy, it can be determined that the energy change information meets the corresponding energy conditions. Through the above energy change information, it is possible to determine whether the drill-and-pump collision simulation process has a normal energy conversion relationship, providing effective drill-and-pump collision simulation results for subsequent vehicle structural response evaluation.

[0059] S4-2: Determine the force and energy absorption information of the front-end structure of the whole vehicle collision simulation model based on the results of the drill-card collision simulation.

[0060] In this embodiment, the cross-sectional force and energy absorption change information of the front-end structures such as the energy-absorbing box, the front end of the longitudinal beam, and the middle end of the longitudinal beam during the drill-and-drive collision can be extracted using Meta post-processing software. Based on the cross-sectional force and energy absorption change of different front-end structures, the transmission and absorption of the collision load in the front-end structure of the vehicle can be determined.

[0061] Furthermore, S4-2 includes: S4-2-1: Obtain the cross-sectional force information of the front-end structure of the whole vehicle collision simulation model, and determine the relationship between the cross-sectional force and the collision time based on the cross-sectional force information.

[0062] Specifically, cross-sections can be set at the front-end structures such as the energy-absorbing box, the front end of the longitudinal beam, and the middle end of the longitudinal beam. The cross-sectional forces corresponding to each cross-section at different collision times can be extracted from the drill-and-card collision simulation results. The cross-sectional forces are then arranged according to the collision time to obtain the relationship between the cross-sectional forces and the collision time. By comparing the changes in cross-sectional forces at different locations, the temporal relationship of the collision load acting sequentially on different front-end structures can be determined.

[0063] In one possible implementation, the change in energy absorption of different front-end structures during the collision process can also be obtained, and the energy absorption ratio of each front-end structure can be determined; or, the cross-sectional force can be correlated with the deformation displacement of the corresponding structure to form a force-displacement relationship, so as to characterize the stress and deformation of the corresponding front-end structure after being subjected to the collision load.

[0064] S4-2-2: Determine the effective time period during the collision process based on the relationship between the cross-sectional force and the collision time, and determine the effective stress value of the front structure within the effective time period.

[0065] Specifically, the peak range of cross-sectional force of the corresponding front-end structure can be determined based on the relationship between cross-sectional force and collision time, and the time period corresponding to the peak range of cross-sectional force can be determined as the effective time period. Furthermore, the stress value of the front-end structure in each effective time period can be obtained, the maximum stress value in each effective time period can be used as the candidate stress value, and the maximum value among the multiple candidate stress values ​​can be determined as the effective stress value of the front-end structure.

[0066] For example, if the cross-sectional force at the front end of a longitudinal beam gradually increases and forms a significant peak in the first time period after the collision begins, and then gradually decreases in the subsequent time period, the time period corresponding to the peak can be taken as the effective time period of the front end of the longitudinal beam, and the maximum stress value at the front end of the longitudinal beam can be extracted within this effective time period as the corresponding effective stress value.

[0067] S4-2-3: Compare the effective stress value with the material failure condition of the corresponding structure to determine the failure state of the front-end structure.

[0068] In this embodiment, the material failure condition can be determined based on the yield, fracture, or other material failure parameters of the material used in the corresponding front-end structure. The effective stress value is compared with the corresponding material failure condition. When the effective stress value does not reach the corresponding material failure condition, it can be determined that the corresponding front-end structure has not experienced material failure; when the effective stress value reaches or exceeds the corresponding material failure condition, it can be determined that the corresponding front-end structure exhibits yield, fracture, or other structural failure.

[0069] S4-3: Based on the energy change information, force information, and energy absorption information, determine whether the vehicle structural response information meets the preset structural response conditions.

[0070] Specifically, one can first determine whether the energy conversion during the drill-and-cart collision simulation is normal based on the energy change information, then determine whether the collision load is transmitted and absorbed according to the preset front-end energy absorption structure based on the force and energy absorption information of each front-end structure, and finally determine whether the vehicle structure response information meets the preset structure response conditions based on the failure state of the front-end structure.

[0071] The preset structural response conditions can include energy changes meeting corresponding energy conditions, collision loads being primarily transferred and absorbed through preset energy-absorbing structures, and the vehicle structure maintaining its integrity without unexpected failure. During the vehicle structural response evaluation process, the B-pillar acceleration, A-pillar intrusion amount, and stress-strain conditions of various vehicle structures can also be used to supplement the evaluation of the vehicle structural response.

[0072] S4-4: When the vehicle structural response information does not meet the preset structural response conditions, adjust the whole vehicle test parameters of the collision vehicle according to the vehicle structural response information, and update the whole vehicle collision simulation model based on the adjusted whole vehicle test parameters.

[0073] Furthermore, in S4-4, the steps for adjusting the whole-vehicle test parameters of the collision vehicle based on the vehicle structural response information include: S4-4-1: Determine the location of structural failure based on the failure state of the front-end structure.

[0074] Specifically, the corresponding failure location can be determined based on the front-end structure where the effective stress value reaches or exceeds the material failure condition, and it can be further determined whether the failure location belongs to the preset area where deformation or failure is allowed.

[0075] For example, when structures that bear the responsibility of absorbing energy during a collision, such as energy-absorbing boxes and front bumper beams, undergo expected deformation or local failure, it can be considered a normal energy absorption process. However, if unexpected failure areas, such as the front bulkhead or the rear section of the longitudinal beam, experience tearing or obvious failure, then the corresponding location can be identified as an unexpected failure location.

[0076] S4-4-2: Based on the failure location and the force information of the front-end structure, determine the collision force transmission state of the colliding vehicle during the drilling collision process.

[0077] Specifically, the changes in cross-sectional forces of structures such as the energy-absorbing box, the front end of the longitudinal beam, and the middle end of the longitudinal beam can be compared sequentially according to the direction of the collision. Combined with the failure locations of each structure, it can be determined whether the collision load is transmitted step-by-step from the front end of the vehicle to the rear according to the preset front-end structure. When the collision load is mainly borne by the preset energy-absorbing structures such as the energy-absorbing box, the front bumper beam, and the longitudinal beam, and no obvious structural failure occurs in the unexpected failure area, it can be determined that the collision force transmission state meets the preset force transmission conditions. When the preset energy-absorbing structures have not fully absorbed the collision load, but structural failure has occurred in unexpected areas such as the front bulkhead and the rear section of the longitudinal beam, it can be determined that the collision force transmission state does not meet the preset force transmission conditions.

[0078] S4-4-3: When the collision force transmission state does not meet the preset force transmission conditions, adjust the vehicle test parameters of the collision vehicle according to the failure location, and update the vehicle collision simulation model based on the adjusted vehicle test parameters.

[0079] In this embodiment, the vehicle structure that needs to be adjusted can be determined based on the unexpected failure location.

[0080] For example, when the collision load is prematurely transferred to the rear section of the longitudinal beam or the front bulkhead, the thickness, material, or structural form of the energy-absorbing box, longitudinal beam, front bumper beam, or front engine compartment structure can be adjusted to change the stiffness and energy absorption capacity of the vehicle's front-end structure. When the overall vehicle structure is basically determined, the local structural form, welding positions, or local connection relationships can also be adjusted, or reinforcement structures can be added at appropriate locations. After the adjustments are completed, the vehicle collision simulation model is updated based on the adjusted vehicle test parameters, and the vehicle structural response evaluation in S3 and S4 is re-executed until the vehicle structural response information meets the preset structural response conditions.

[0081] It should be noted that when energy change information indicates that the drill-and-cart collision simulation has numerical anomalies caused by model settings such as mesh quality, connectivity, or material assignment, the corresponding model settings should be checked and corrected first, and then the drill-and-cart collision simulation should be performed again to avoid misjudging the numerical calculation anomalies as structural response anomalies of the collision vehicle itself.

[0082] Furthermore, after the vehicle structural response information meets the preset structural response conditions, the collision vehicle is further evaluated based on the front occupant injury information.

[0083] S4-5: When the vehicle structural response information meets the preset structural response conditions, the injury information of the front occupants is obtained through the constraint system set in the whole vehicle collision simulation model.

[0084] In this embodiment, a constraint system for front-seat occupant protection can be set up on the whole-vehicle collision simulation model where the vehicle structural response information meets preset structural response conditions, and a corresponding front-seat dummy model can be added. Then, the drill-and-drive collision simulation is performed again according to the corresponding drill-and-drive collision control parameters. During the collision, the constraint system exerts a constraint effect on the front-seat dummy model, and the front-seat occupant injury information can be obtained based on the motion and load response of the front-seat dummy model during the collision.

[0085] Injury information for front-seat occupants can include injury indicators for the head and neck, chest, thighs and hips, and lower legs and feet.

[0086] Among them, the injury indicators for the head and neck may include the head injury value (HIC), the combined acceleration of the head, and the axial tensile and compressive forces of the neck; the injury indicators for the chest may include the chest compression deformation, compression rate, and viscous index (VC); the injury indicators for the thigh and hip may include the knee-thigh-hip injury risk (KTH); and the injury indicators for the lower leg and foot may include the axial compressive force (Fz) of the upper or lower tibia, the knee joint sliding displacement (D), and the tibia index (TI).

[0087] S4-6: Compare the front occupant injury information with the preset occupant injury conditions. If the front occupant injury information does not meet the preset occupant injury conditions, adjust the vehicle test parameters of the collision vehicle according to the front occupant injury information, and update the vehicle collision simulation model based on the adjusted vehicle test parameters.

[0088] Specifically, the injury indicators of each front-seat occupant can be compared with the corresponding preset injury thresholds to determine whether the injury indicators for different body parts are within the allowable range. When any front-seat occupant injury indicator exceeds the corresponding preset injury threshold, it can be determined that the front-seat occupant injury information does not meet the preset occupant injury conditions.

[0089] In one possible implementation, the preset occupant injury conditions can be set based on the occupant injury index thresholds in the corresponding vehicle collision safety evaluation requirements. For example, the allowable thresholds corresponding to each injury index can be used as preset occupant injury conditions, and the degree of adjustment can be determined based on the deviation between the actual obtained front-seat occupant injury index and the corresponding threshold.

[0090] In one possible implementation, the corresponding restraint system parameters can be determined based on the body parts that exceed a preset injury threshold. For example, when the head or chest injury index exceeds the corresponding threshold, the airbag deployment timing, inflation parameters, and / or seat belt pretensioning and force limiting parameters can be adjusted; when the thigh, hip, or calf injury index exceeds the corresponding threshold, the corresponding restraint structure or vehicle front structure parameters can be adjusted based on the contact status between the front passenger and the dashboard, seat, and pedal areas. After the parameter adjustments are completed, the vehicle crash simulation model is updated based on the adjusted vehicle test parameters, and the drill-and-push ...

[0091] In one optional implementation, when assessing front-seat occupant injury, the front-seat dummy model and restraint system can be validated under different safety development collision conditions. These safety development collision conditions may include a 100% frontal overlap rigid barrier collision condition, a 40% overlap deformable barrier collision condition, an MPDB condition, a small offset collision condition, a rigid pole collision condition, an MDB condition, and a rear-end collision condition, to further verify the safety development status of the collision vehicle.

[0092] Specifically, when the vehicle structure response information meets the preset structure response conditions and the front passenger injury information meets the preset passenger injury conditions, the target test parameters are determined based on the vehicle test parameters of the current collision vehicle and the corresponding drill-and-car collision control parameters. In S5, the rear structure of the commercial truck is set according to the rear structure parameters of the commercial truck, and the drill-and-car collision test conditions are set according to the target test parameters.

[0093] Specifically, when both the vehicle structural response information and the front occupant injury information meet the corresponding conditions, it indicates that the vehicle structural state corresponding to the current whole-vehicle collision simulation model and the current drill-and-drive collision control conditions have passed the simulation evaluation. Therefore, the whole-vehicle test parameters corresponding to the current collision vehicle and the drill-and-drive collision control parameters used in this drill-and-drive collision simulation can be jointly determined as the target test parameters, so that subsequent actual drill-and-drive collision tests will use test parameters corresponding to the vehicle state and collision conditions that have passed the simulation evaluation.

[0094] S5: Set the drill-truck collision test conditions according to the target test parameters, and control the collision vehicle to collide with the rear structure of the commercial truck to obtain the drill-truck collision test results.

[0095] Specifically, the rear structure of the commercial truck used for actual testing can be set according to the rear structure parameters of the commercial truck. For example, the corresponding structure can be set according to the geometry, shape, and thickness of part of the rear frame and the rear underrun protection structure of the commercial truck. Then, according to the target test parameters, the collision vehicle type, collision speed, collision direction, and the ground clearance of the commercial truck's rear structure can be set as drill-and-drive collision test conditions. The collision vehicle and the rear structure of the commercial truck are controlled to conduct actual collision tests to obtain the drill-and-drive collision test results. The collision speed in the actual test can be detected by a speedometer, the ground clearance of the commercial truck's rear structure can be confirmed by measurement, and the collision direction can be kept consistent with the centerline of the commercial truck.

[0096] In actual drill-and-car crash tests, the vehicle structure and occupant constraint status of the crash vehicle can be kept consistent with the whole vehicle crash simulation model corresponding to the target test parameters. Then, the drill-and-car crash test conditions such as the collision speed, collision direction, and the ground height of the rear structure of the commercial truck can be set according to the target test parameters.

[0097] This embodiment first uses a mass equivalent model and a protective structure model to perform partitioned modeling of the rear structure of a commercial truck, preserving the actual deformation capacity of the rear lower protective structure while maintaining the mass function of the commercial truck. Then, it combines vehicle structural response information and front occupant injury information to adjust the whole vehicle test parameters of the collision vehicle, and uses the parameters that meet the corresponding conditions for actual undercarriage collision tests, thus forming a complete test process from simulation analysis, structural adjustment, occupant injury evaluation to actual testing.

[0098] Example 2: Figure 3 This is an exemplary block diagram of a drill chuck collision simulation test system according to some embodiments of this specification. Figure 3 As shown, the drill chuck collision simulation test system includes: The parameter acquisition module is used to acquire rear structure parameters of commercial trucks, whole vehicle test parameters of collision vehicles, and drill-and-drive collision control parameters.

[0099] The model building module is used to build a simulation model of the rear structure of a commercial truck based on the rear structure parameters of the commercial truck, and to build a simulation model of the whole vehicle collision based on the whole vehicle test parameters of the collision vehicle; among them, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model.

[0100] The collision simulation module is used to control the collision simulation model of the whole vehicle and the rear structure simulation model of the commercial truck to collide based on the collision control parameters of the drill truck, so as to obtain the collision simulation results of the drill truck.

[0101] The parameter determination module is used to determine the vehicle structural response information and front-row occupant injury information based on the drill-and-go collision simulation results, and adjust the whole vehicle test parameters of the collision vehicle based on the vehicle structural response information and front-row occupant injury information to obtain the target test parameters that meet the preset conditions.

[0102] The crash test module is used to set the crash test conditions for the drill truck according to the target test parameters, and to control the collision vehicle to collide with the rear structure of the commercial truck to obtain the crash test results.

[0103] The above modules can be implemented by software, hardware, or a combination of software and hardware. The specific processing procedures performed by each module can be found in the description of the corresponding steps in Embodiment 1, and will not be repeated here.

[0104] This invention also provides an electronic device, including: a processor; a memory and a program, wherein the program is stored in the memory and configured to be executed by the processor, the program being used to perform a drill chuck collision simulation test method.

[0105] This invention also provides a computer-readable storage medium storing a computer program thereon, the computer program being executed by a processor as a drill bit collision simulation test method. The computer-readable storage medium can be a non-volatile or volatile storage medium capable of storing a computer program; when the processor reads and executes the computer program therein, all or part of the steps of the aforementioned drill bit collision simulation test method can be implemented.

[0106] The above are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A drill chuck collision simulation test method, characterized in that, include: S1: Obtain rear structure parameters of commercial trucks, whole vehicle test parameters of collision vehicles, and drill-and-drive collision control parameters; S2: Construct a simulation model of the rear structure of the commercial truck based on the rear structure parameters of the commercial truck, and construct a vehicle collision simulation model based on the vehicle test parameters of the collision vehicle; wherein, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model; S3: Based on the drill-truck collision control parameters, control the collision simulation model of the whole vehicle to collide with the simulation model of the rear structure of the commercial truck to obtain the drill-truck collision simulation results; S4: Determine the vehicle structural response information based on the drill-card collision simulation results, and further determine the front passenger injury information when the vehicle structural response information meets the preset structural response conditions. Determine the target test parameters based on the vehicle structural response information and the front passenger injury information. S5: Set the drill-truck collision test conditions according to the target test parameters, and control the collision vehicle to collide with the rear structure of the commercial truck to obtain the drill-truck collision test results.

2. The drill chuck collision simulation test method according to claim 1, characterized in that, In step S2, the steps for constructing the simulation model of the rear structure of the commercial truck include: S2-1: Based on the rear structure parameters of the commercial truck, construct the mass equivalent model and the protective structure model respectively; S2-2: Mesh the mass equivalent model and the protective structure model respectively, and establish the connection relationship between the mass equivalent model and the protective structure model.

3. The drill chuck collision simulation test method according to claim 2, characterized in that, S2-2 includes: S2-2-1: The mass equivalent model is meshed using the first mesh size, and the mass equivalent model is set as a rigid body model; S2-2-2: The protective structure model is meshed using a second mesh size, and the protective structure model is set according to the material parameters of the rear underrun protection structure of the commercial truck; wherein, the second mesh size is smaller than the first mesh size; S2-2-3: Establish the connection relationship between the mass equivalent model and the protective structure model through rigid-flexible connection.

4. The drill chuck collision simulation test method according to claim 1, characterized in that, In step S4, the step of determining the vehicle structural response information based on the drill-card collision simulation results includes: S4-1: Determine the energy change information of the whole vehicle collision simulation model during the collision process based on the drill-card collision simulation results; S4-2: Determine the force information and energy absorption information of the front-end structure of the whole vehicle collision simulation model based on the drill-card collision simulation results; S4-3: Based on the energy change information, the force information, and the energy absorption information, determine whether the vehicle structure response information meets the preset structure response conditions; S4-4: When the vehicle structure response information does not meet the preset structure response conditions, adjust the whole vehicle test parameters of the collision vehicle according to the vehicle structure response information, and update the whole vehicle collision simulation model based on the adjusted whole vehicle test parameters.

5. The drill chuck collision simulation test method according to claim 4, characterized in that, S4-2 includes: S4-2-1: Obtain the cross-sectional force information of the front-end structure of the vehicle collision simulation model, and determine the relationship between the cross-sectional force and the collision time based on the cross-sectional force information; S4-2-2: Determine the effective time period during the collision process based on the relationship between the cross-sectional force and the collision time, and determine the effective stress value of the front end structure within the effective time period; S4-2-3: Compare the effective stress value with the material failure condition of the corresponding structure to determine the failure state of the front-end structure.

6. The drill chuck collision simulation test method according to claim 5, characterized in that, In step S4-4, the step of adjusting the whole vehicle test parameters of the collision vehicle based on the vehicle structure response information includes: S4-4-1: Determine the location of structural failure based on the failure state of the front-end structure; S4-4-2: Based on the failure location and the force information of the front-end structure, determine the collision force transmission state of the collision vehicle during the drilling collision process; S4-4-3: When the collision force transmission state does not meet the preset force transmission conditions, adjust the vehicle test parameters of the collision vehicle according to the failure location, and update the vehicle collision simulation model based on the adjusted vehicle test parameters.

7. The drill chuck collision simulation test method according to claim 1, characterized in that, In step S4, the step of adjusting the vehicle test parameters of the collision vehicle based on the front occupant injury information includes: S4-5: When the vehicle structural response information meets the preset structural response conditions, the front passenger injury information is obtained through the constraint system set in the whole vehicle collision simulation model. S4-6: Compare the front passenger injury information with the preset passenger injury conditions. If the front passenger injury information does not meet the preset passenger injury conditions, adjust the vehicle test parameters of the collision vehicle according to the front passenger injury information, and update the vehicle collision simulation model based on the adjusted vehicle test parameters. Specifically, when the vehicle structure response information meets the preset structure response conditions and the front occupant injury information meets the preset occupant injury conditions, the target test parameters are determined based on the current vehicle test parameters of the collision vehicle and the corresponding drill-and-car collision control parameters. In S5, the rear structure of the commercial truck is set according to the rear structure parameters of the commercial truck, and the drill-and-car collision test conditions are set according to the target test parameters.

8. A drill chuck collision simulation test system, characterized in that, include: The parameter acquisition module is used to acquire the rear structure parameters of commercial trucks, the whole vehicle test parameters of collision vehicles, and the drill-and-car collision control parameters. The model building module is used to build a simulation model of the rear structure of the commercial truck based on the rear structure parameters of the commercial truck, and to build a simulation model of the whole vehicle collision based on the whole vehicle test parameters of the collision vehicle; wherein, the simulation model of the rear structure of the commercial truck includes a mass equivalent model and a protective structure model; The collision simulation module is used to control the collision simulation model of the whole vehicle and the rear structure simulation model of the commercial truck to collide based on the collision control parameters of the drill truck, so as to obtain the collision simulation results of the drill truck. The parameter determination module is used to determine the vehicle structural response information and front-row occupant injury information based on the drill-and-card collision simulation results, and adjust the whole vehicle test parameters of the collision vehicle based on the vehicle structural response information and the front-row occupant injury information to obtain target test parameters that meet preset conditions. The collision test module is used to set the drill-truck collision test conditions according to the target test parameters, and control the collision vehicle to collide with the rear structure of the commercial truck to obtain the drill-truck collision test results.

9. An electronic device, characterized in that... include: processor; A memory and a program, wherein the program is stored in the memory and configured to be executed by a processor, the program being used to perform the method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program is executed by a processor according to any one of claims 1-7.

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