CN114739620B - Method for determining the apparent size of a test barrier, device and storage medium - Google Patents
Method for determining the apparent size of a test barrier, device and storage medium Download PDFInfo
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- CN114739620B CN114739620B CN202210663646.2A CN202210663646A CN114739620B CN 114739620 B CN114739620 B CN 114739620B CN 202210663646 A CN202210663646 A CN 202210663646A CN 114739620 B CN114739620 B CN 114739620B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/0078—Shock-testing of vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/02—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring length, width, or thickness
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Abstract
The invention relates to the field of collision test barriers, and discloses a method for determining the appearance size of a test barrier, the test barrier, equipment and a storage medium. The method for determining the appearance size comprises the following steps: determining the height of a third position of a fourth zone and the height of a fourth position of a sixth zone from the ground according to the height of a first position of a front longitudinal beam from the ground, a first scale factor, the height of a second position of a preset vehicle auxiliary frame from the ground and a second scale factor, wherein the first scale factor and the second scale factor are determined according to the number of vehicles which are provided with the auxiliary frame in the preset vehicle; determining the width of a bumper area affected by the collision of the front longitudinal beam according to a preset collision force distribution cloud chart of the vehicle; the width of the fifth zone is determined based on the width of the bumper region affected by the front side member collision and the distance from the fifth position of the front side member to the sixth position of the preset vehicle. This embodiment enables a more accurate determination of the apparent size of the test barrier.
Description
Technical Field
The invention relates to the field of collision test barriers, in particular to a method for determining the appearance size of a test barrier, a method for determining the mechanical property of the test barrier, a test barrier, equipment and a storage medium.
Background
The automobile collision test is an important test method for evaluating the passive safety performance of the vehicle, and the collision honeycomb aluminum is an important test barrier in the test, can reflect the characteristics and the collision rigidity level of a vehicle causing a trouble in a side collision accident, and is a scale and a measuring tool for collision strength. Therefore, whether the collision honeycomb aluminum can effectively characterize the actual vehicle becomes a key technical problem.
For a long time, deformable barriers used in domestic collision tests are the same as European collision standards, the quantity of domestic motor vehicles is continuously increased along with the increasing development of domestic automobile markets in China, and the distribution of the characteristics, forms, types and the like of road vehicles is obviously different from that of Europe. Therefore, the demand for developing the side collision test barrier meeting the actual situation of China is increasingly prominent according to the actual traffic accidents of China and the characteristics of road vehicles.
In view of the above, the present invention is particularly proposed.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method for determining the appearance size of a test barrier, a method for determining the mechanical property of the test barrier, a test barrier, equipment and a storage medium, which realize the accurate determination of the appearance size of the test barrier, so that the test barrier can effectively represent an actual vehicle in a collision test, and a technical basis is provided for improving the safety performance of the vehicle.
The embodiment of the invention provides a method for determining the appearance size of a test barrier, wherein the test barrier comprises 6 corresponding subareas and a bumper square structure based on the rigidity distribution characteristics of a preset vehicle, wherein the first subarea and the third subarea correspond to the area where a top side beam of the preset vehicle is located, the second subarea corresponds to the area where the middle part of a water tank frame of the preset vehicle is located, the fourth subarea and the sixth subarea correspond to the area where a front longitudinal beam of the preset vehicle is located, and the fifth subarea corresponds to the area where the middle part of a bumper beam of the preset vehicle is located; the determination method comprises the following steps:
determining the height of a third position of the fourth partition and the height of a fourth position of the sixth partition from the ground according to the height of the first position of the front longitudinal beam from the ground, a first scaling factor, the height of the second position of the preset vehicle auxiliary frame from the ground and a second scaling factor, wherein the first scaling factor and the second scaling factor are determined according to the number of vehicles with auxiliary frames in the preset vehicles;
determining the width of a bumper area affected by the front longitudinal beam collision according to the collision force distribution cloud chart of the preset vehicle;
and determining the width of the fifth partition based on the width of a bumper area affected by the collision of the front longitudinal beam and the distance from the fifth position of the front longitudinal beam to the sixth position of the preset vehicle.
The embodiment of the invention also provides a method for determining the mechanical property of the test barrier, the appearance size of the test barrier is determined based on the determination method, and the method for determining the mechanical property comprises the following steps:
performing a frontal impact force wall test based on a preset vehicle to determine a relationship curve between the overall impact force and displacement of the front end of the preset vehicle and a relationship curve between the impact force and displacement of subareas corresponding to 6 subareas included in the test barrier;
processing each relation curve according to a preset processing algorithm to obtain a dynamic mechanical property channel corresponding to each relation curve;
moving the dynamic mechanical property channel corresponding to each relation curve to obtain a channel upper limit and a channel lower limit corresponding to each relation curve;
and determining dynamic mechanical performance channels respectively corresponding to 6 subareas included in the test barrier and a dynamic mechanical performance channel of the whole test barrier based on the dynamic mechanical performance channel respectively corresponding to each relation curve, and the channel upper limit and the channel lower limit respectively corresponding to each relation curve, wherein the dynamic mechanical performance channel is used as a manufacturing and calibration basis of the test barrier.
The embodiment of the invention also provides a test barrier, the appearance size of the test barrier is determined based on the appearance size determination method, and the mechanical properties corresponding to 6 subareas included in the test barrier are determined based on the mechanical property determination method.
An embodiment of the present invention further provides an electronic device, where the electronic device includes:
a processor and a memory;
the processor is configured to perform the method steps of any of the embodiments by calling a program or instructions stored in the memory.
Embodiments of the present invention also provide a computer-readable storage medium, which stores a program or instructions for causing a computer to execute the method steps described in any of the embodiments.
The embodiment of the invention has the following technical effects:
determining the height of a third position of a fourth zone and the height of a fourth position of a sixth zone from the ground according to the height of a first position of a front longitudinal beam of the vehicle from the ground, a first proportional factor, the height of a second position of an auxiliary frame of the vehicle from the ground and a second proportional factor, wherein the first proportional factor and the second proportional factor are determined according to the number of vehicles which are preset with auxiliary frames in the vehicle; determining the width of a bumper area affected by the collision of the front longitudinal beam according to the collision force distribution cloud chart of the vehicle; and determining the width of a fifth partition based on the width of a bumper area affected by the collision of the front longitudinal beam and the distance from the fifth position of the front longitudinal beam to the sixth position of the preset vehicle, so that the more accurate determination of the appearance size of the test barrier is realized, the test barrier can effectively represent the actual vehicle in the collision test, and a technical basis is provided for improving the safety performance of the vehicle.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic view of a test barrier according to an embodiment of the present invention in a front end configuration of a vehicle;
FIG. 2 is a schematic view of the overall structure of a test barrier according to an embodiment of the present invention;
FIG. 3 is a front view of a test barrier provided by an embodiment of the present invention;
FIG. 4 is a side view of a test barrier provided by an embodiment of the present invention;
FIG. 5 is a top view of a test barrier provided by an embodiment of the present invention;
FIG. 6 is a flow chart of a method for determining the apparent size of a test barrier according to an embodiment of the present invention;
FIG. 7 is a simplified schematic diagram of a test barrier construction according to an embodiment of the present invention;
FIG. 8 is a schematic view showing the relationship between the width M of the bumper region, the width H of the fifth sub-area and the distance L from the fifth position of the front side member to the sixth position of the preset vehicle, which are affected by the collision of the front side member according to the embodiment of the present invention;
FIG. 9 is a cloud view of an impact wall provided by an embodiment of the present invention;
FIG. 10 is a schematic view of a test barrier cut angle provided by an embodiment of the present invention;
FIG. 11 is a schematic flow chart of a method for determining mechanical properties of a test barrier according to an embodiment of the present invention;
FIG. 12 is a schematic view of the overall and zoned correspondence of an impact wall provided in accordance with an embodiment of the present invention;
FIG. 13 is a graphical illustration of a single impact force versus displacement provided by an embodiment of the present invention;
FIG. 14 is a graphical illustration of the relationship between impact force and displacement for a test barrier as a whole, in accordance with an embodiment of the present invention;
FIG. 15 is a schematic view of the overall mechanical performance path of a test barrier provided in accordance with an embodiment of the present invention;
FIG. 16 is a schematic illustration of the upper and lower channel limits of a dynamic mechanical performance channel of a test barrier as a whole according to an embodiment of the invention;
FIG. 17 is a graph of impact force versus displacement for a fourth and sixth sub-section of a test barrier according to an embodiment of the present invention;
FIG. 18 is a schematic diagram of corresponding characteristic points of mechanical property channels of a fourth zone and a sixth zone of a test barrier according to an embodiment of the present invention;
FIG. 19 is a graph of impact force versus displacement for a fifth sub-section (i.e., mass 5) of a test barrier according to an embodiment of the present invention;
FIG. 20 is a schematic diagram of the corresponding characteristic points of the mechanical property channel of the fifth partition (i.e., block 5) of the test barrier according to the embodiment of the present invention;
FIG. 21 is a graph of impact force versus displacement for a first and third sub-section of a test barrier according to an embodiment of the present invention;
FIG. 22 is a schematic illustration of corresponding characteristic points of the first and third compartmental mechanical performance pathways of a test barrier according to an embodiment of the present invention;
FIG. 23 is a graph of impact force versus displacement for a second section of a test barrier according to an embodiment of the present invention;
FIG. 24 is a schematic illustration of corresponding feature points of a second partitioned mechanical performance channel of a test barrier according to an embodiment of the present invention;
fig. 25 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The method for determining the appearance size of the test barrier provided by the embodiment of the invention is mainly suitable for determining the appearance size of the test barrier, so that the test barrier can effectively reflect the characteristics and the collision rigidity level of a hit-and-hit vehicle in a side collision accident. Wherein, the test barrier includes corresponding 6 subregion and bumper square structure based on the rigidity distribution characteristic of presetting the vehicle. The test barrier is used for representing a structure of the front end of a preset vehicle, and the preset vehicle is a certain number of vehicles of different vehicle types selected from vehicles currently put into the market in China, for example, 50 vehicles of different vehicle types. The designed test barrier can better accord with the actual traffic and road characteristics of China by selecting a certain number of automobiles with different vehicle types from the vehicles put on the market at present as reference bases.
And respectively marking the 6 partitions included by the test barrier as a first partition, a second partition, a third partition, a fourth partition, a fifth partition and a sixth partition. The first partition and the third partition correspond to the area where the upper side beam of a preset vehicle is located, the second partition corresponds to the area where the middle of the water tank frame of the preset vehicle is located, the fourth partition and the sixth partition correspond to the area where the front longitudinal beam of the preset vehicle is located, and the fifth partition corresponds to the area where the middle of the bumper beam of the preset vehicle is located. For example, referring to a schematic diagram of a test barrier corresponding to a front end structure of a vehicle as shown in fig. 1, a first partition 110 and a third partition 130 correspond to a region where a roof side rail of the vehicle is located, a second partition 120 corresponds to a region where a middle portion of a water tank frame of the vehicle is located, a fourth partition 140 and a sixth partition 160 correspond to a region where a front side rail of the vehicle is located, and a fifth partition 150 corresponds to a region where a middle portion of a bumper beam of the vehicle is located. The main longitudinal structure of the vehicle front end typical structure comprises an upper edge beam, a front longitudinal beam, an auxiliary frame and other energy absorption structures from high to low, the main transverse structure comprises a water tank frame, a bumper beam and an auxiliary frame front end beam, wherein the rigidity of the area where the front longitudinal beam is located is the largest, the area where the upper edge beam is located is the second, the longitudinal rigidity corresponding to the front longitudinal beam is the smallest due to the fact that no longitudinal supporting structure is arranged in the middle of the vehicle, and therefore the front longitudinal structure can be divided into 6 corresponding subareas according to different rigidity distributions of the vehicle. The fourth partition and the sixth partition correspond to the area where the front longitudinal beam is located, the first partition and the third partition correspond to the area where the upper side beam is located, the fifth partition corresponds to the area where the middle of the bumper beam is located, and the second partition corresponds to the area where the middle of the water tank frame is located. Therefore, the vehicle front end structure can be simplified into a square structure composed of 6 different regions and a bumper square structure.
Further, the 6 zones included in the test barrier may be 6 honeycomb aluminum units, respectively, and the bumper structure may be a bumper honeycomb aluminum, with 6 honeycomb aluminum units therebetween, and the bumper honeycomb aluminum and the honeycomb aluminum units being adhesively connected together. The statistical analysis of the external contour dimension of the preset vehicle can lead to the fact that the oblique angles of two sides of the test barrier (including the bumper structure) are 45 degrees. Exemplary, reference is made to the overall schematic of a test barrier as shown in fig. 2, a front view of a test barrier as shown in fig. 3, a side view of a test barrier as shown in fig. 4, and a top view of a test barrier as shown in fig. 5. The method for determining the apparent dimension of the test barrier provided by the embodiment is mainly used for determining the relevant dimensions of the test barrier as marked in fig. 3-5, such as the length, the width, the depth, the height from the ground and the like of each partition.
Fig. 6 is a flow chart of a method for determining the apparent size of a test barrier according to an embodiment of the present invention. Referring to fig. 6, the method for determining the apparent size of the test barrier specifically comprises the following steps:
s610, determining the height of a third position of the fourth zone from the ground according to the height of the first position of the front longitudinal beam from the ground, the first scale factor, the height of the second position of the preset vehicle auxiliary frame from the ground and the second scale factor, wherein the first scale factor and the second scale factor are determined according to the number of the vehicles with the auxiliary frames in the preset vehicles.
Alternatively, the first position of the front longitudinal beam refers to any specific point of the lower end (i.e. the end close to the ground) of the front longitudinal beam. The second position of the subframe refers to any particular point on the upper end of the subframe (i.e., the end away from the ground). The third position of the fourth sub-section refers to any specific point at the lower end (i.e. the end close to the ground) of the fourth sub-section. The fourth position of the sixth subarea refers to any specific point at the lower end (i.e. the end close to the ground) of the sixth subarea.
Illustratively, the height of the third position of the fourth zone from the ground is determined based on the following equation (1):
wherein F is a height from a third position of the fourth sub-zone to the ground, J is a height from a first position of the front longitudinal beam to the ground, K is a height from a second position of the preset vehicle sub-frame to the ground, α is a first scale factor, and β is a second scale factor, and if the number of vehicles with sub-frames in the preset vehicle is larger, the first scale factor is smaller, and the second scale factor is larger; the height of the third position of the fourth subarea from the ground is the same as the height of the fourth position of the sixth subarea from the ground.
In order to effectively represent the front end structures of most vehicles, the J is the average value of the heights of the first positions of the front longitudinal beams of a plurality of preset vehicles from the ground; and K is the average value of the heights of the second positions of the auxiliary frames of the plurality of preset vehicles from the ground.
For exemplary purposes, reference is made to a simplified schematic illustration of a test barrier construction as shown in fig. 7, the construction shown in fig. 7 corresponding to the construction shown in fig. 1 and described above. And F is the height between the third position of the fourth partition of the test barrier and the fourth position of the sixth partition from the ground, the height F can also be called as the height corresponding to the influence factor of the auxiliary frame of the vehicle, and the comprehensive influence of the vehicle with the auxiliary frame and the vehicle without the auxiliary frame is considered.
And S620, determining the width of a bumper area affected by the front longitudinal beam collision according to the collision force distribution cloud chart of the preset vehicle.
S630, determining the width of the fifth partition based on the width of a bumper area affected by the collision of the front longitudinal beam and the distance between the fifth position of the front longitudinal beam and the sixth position of the preset vehicle.
Referring to fig. 7, the width H of the region 5 shown therein is the width of the bumper middle impact region, and should be the bumper corresponding region outside the front rail impact region. The width H may be determined based on a width of a bumper region affected by a front-side collision and a distance of the fifth position of the front-side from the sixth position of the preset vehicle.
For example, refer to a schematic diagram of the relationship among the width M of the bumper region, the width H of the fifth sub-area, and the distance L from the fifth position of the front side member to the sixth position of the preset vehicle, as shown in fig. 8, which is affected by a front side member collision. The fifth position specifically refers to an arbitrary point on the outer side of the front side member (i.e., the side away from the longitudinal center of the vehicle). The sixth position refers to the longitudinal center of the preset vehicle.
Specifically, the width of the fifth partition is determined based on the following equation (2):
and H is the width of the fifth subarea, and L is the distance between the fifth position of the front longitudinal beam and the sixth position of the preset vehicle. And M is the width of a bumper area affected by the collision of the front longitudinal beam, and can be determined by presetting a collision force distribution cloud chart of the vehicle. Specifically, a collision force wall cloud image area corresponding to more than 50% of the peak value of the front side member central collision force is extracted, and the width of the area is the width M of a bumper area affected by the front side member collision, as shown in fig. 9.
Further, the overall height of the test barrier is the height from the ground of the seventh position of the preset vehicle engine hood, as shown by a height B in fig. 7, where the seventh position may refer to any point of the front end of the vehicle engine hood (in a direction away from the front windshield of the vehicle). The height B can be obtained by directly measuring the height from any point position of the front end of the engine hood of the preset vehicle to the ground, and in order to enable the test barrier to effectively represent the front end structures of most vehicles, the height B can be the average value of the heights from any point position of the front ends of the engine hoods of a plurality of preset vehicles to the ground.
The height from the eighth position of the fourth subarea to the ground is the same as the height from the ninth position of the sixth subarea to the ground, and the height from the tenth position of the front longitudinal beam to the ground is the height E shown in figure 7 and can be obtained by directly measuring an actual vehicle. The eighth position refers to any point position of the upper end (the end far away from the ground) of the fourth partition, the ninth position refers to any point position of the upper end (the end far away from the ground) of the sixth partition, and the tenth position refers to any point position of the upper end (the end far away from the ground) of the front longitudinal beam.
The height from the ground of the lower end of the bumper structure shown in fig. 7 corresponds to the height from the ground of the lower end of a vehicle bumper A, the overall height of the test barrier corresponds to the height from the front end of a vehicle engine hood B, the length of the bumper structure corresponds to the length of a vehicle bumper energy absorption box C, the overall width of the test barrier is from the width D of the corresponding vehicle, and the upper ends of the areas 4 and 6 correspond to the height from the upper end of a front longitudinal beam of the vehicle E. In summary, A, B, C, D, E can be obtained by measuring the actual size of the vehicle and then performing an average calculation.
In general terms, the method further comprises:
determining the overall width of the test barrier according to the width of the preset vehicle, wherein the overall width of the test barrier is the sum of the widths of the first partition, the second partition and the third partition, and the sum of the widths of the first partition, the second partition and the third partition is equal to the sum of the widths of the fourth partition, the fifth partition and the sixth partition; and determining the width of the fourth partition and the width of the sixth partition according to the overall width and the width of the fifth partition, wherein the widths of the fourth partition and the sixth partition are equal.
Specifically, as shown in fig. 7, the width of the fourth partition and the width of the sixth partition are determined based on the following equation (3):
wherein G is the width of the fourth partition, I is the width of the sixth partition, D is the overall width, and H is the width of the fifth partition.
The average value corresponding to each structural dimension shown in table 1 below can be obtained by counting the external dimensions of 50 vehicle models, and since the number of vehicle models in which the sub-frame is installed and the sub-frame is not installed is substantially equal, the first scale factor α and the second scale factor β are both determined to be 0.5, so that the dimension of the test barrier can be further determined based on the above equations (1) to (3).
By rounding and simplifying each structural dimension (for ease of manufacturing the test barrier, the simplified dimension is an integer multiple of 50), the structural dimension of the test barrier can be derived as follows: the test barrier is composed of 6 honeycomb aluminum single bodies (namely 6 subareas) and a honeycomb aluminum bumper structure, and the honeycomb aluminum single bodies and the honeycomb aluminum bumper structure are connected with each other through gluing. The first piece of aluminum honeycomb (i.e., the first section) and the third piece of aluminum honeycomb (i.e., the third section) are the same size, and have a length x width of 650mm x 300 mm. The fourth aluminum honeycomb (i.e., the fourth partition) and the sixth aluminum honeycomb (i.e., the sixth partition) have the same size, and have a length x width of 650mm x 250 mm. The dimensions of the second piece of honeycomb aluminum (i.e., the second partition) are length by width =500mm by 300 mm. The dimensions of the fifth piece of honeycomb aluminum (i.e., the fifth partition) are length × width =500mm × 250 mm. The total depth of the test barrier is 600mm, the total width is 1800mm, the lowest ground clearance is 350mm, the height direction size of the bumper is 150mm, the depth is 100mm, and the ground clearance of the lower edge of the bumper is 450mm, which can be referred to the size of each part of the test barrier shown in fig. 2-5.
Meanwhile, the oblique angles of the two sides of the test barrier (including the bumper structure) are 45 degrees according to the statistics of the external contour dimension of the vehicle, as shown in fig. 10 and 5.
Table 1: each parameter size obtained by counting the external dimensions of 50 vehicle types
The embodiment realizes the extraction of the appearance size characteristics of the vehicle through the direct derivation and the indirect derivation, so that the appearance size of the test barrier can be in one-to-one correspondence with the front end structure of the real vehicle, the more accurate determination of the appearance size of the test barrier is realized, the actual vehicle can be effectively represented by the test barrier in a collision test, and a technical basis is provided for improving the safety performance of the vehicle.
In order to facilitate the manufacturing and later calibration of the test barrier, a linear dynamic mechanical property channel needs to be established. On the basis of the above embodiment, the present embodiment further provides a method for determining the mechanical property of the test barrier, which is used for determining the mechanical property of the test barrier provided by the above embodiment. Specifically, referring to a schematic flow chart of a method for determining mechanical properties of a test barrier shown in fig. 11, the method includes the following steps:
step S1110, performing a frontal impact wall test based on a preset vehicle to determine a relationship curve between the front end overall impact and the displacement of the preset vehicle, and a relationship curve between the impact and the displacement of the partitions respectively corresponding to the 6 partitions included in the test barrier.
Specifically, a frontal collision wall test is performed on a corresponding vehicle model (which refers to a vehicle model to be counted), a collision force-displacement curve of the whole vehicle and a collision force-displacement curve of a corresponding area (specifically, an area corresponding to each subarea of the test barrier one by one) can be obtained through the collision force wall test, for example, the collision force-displacement curve of an area where a front longitudinal beam of the vehicle participating in the collision force wall test is located is determined as a relation curve between collision force and displacement corresponding to a fourth subarea and a sixth subarea of the test barrier, and the collision force-displacement curve of an area where a roof side rail of the vehicle participating in the collision force wall test is determined as a relation curve between collision force and displacement corresponding to the first subarea and the third subarea of the test barrier.
The collision wall is arranged at the front end of the rigid barrier, is vertical to the collision track, is provided with a load sensor on the surface, has a unit size of 125mm multiplied by 125mm, a collision wall size of 2000mm multiplied by 1000mm, a vehicle collision speed of 50km/h, a height of the lowest part of the collision wall from the ground is 100 +/-5 mm, and the corresponding relation of the whole collision wall and the subareas is shown in figure 12.
Step S1120, processing each of the relationship curves according to a preset processing algorithm, and obtaining a dynamic mechanical property channel corresponding to each of the relationship curves.
Alternatively, for a single collision force versus displacement curve, the following equations (4) - (8) can be used to obtain a simplified dynamic mechanical performance channel.
Wherein S i Is the area of the region between the linear curve and the force-displacement relationship curve, N is the number of data points, a 1 Is the slope of a linear curve, b 1 、c 1 、d 1 Respectively, the longitudinal intercept, x, of the corresponding linear curve i 、y i Are coordinate values of the corresponding data points in the X and Y directions. S i The smaller the linear curve is, the closer the linear curve is to the force-displacement relation curve, and S is calculated i Can yield the slope a in the corresponding linear curve 1 And longitudinal intercept b 1 So as to obtain a dynamic mechanical property channel of a corresponding force-displacement relation curve.
In summary, the processing is performed on each relationship curve according to a preset processing algorithm to obtain a dynamic mechanical property channel corresponding to each relationship curve, and the processing includes:
determining the slope and the vertical intercept of a preset linear curve according to the area of a region enclosed by the preset linear curve and the current curve, and determining a dynamic mechanical property channel corresponding to the current curve according to the slope and the vertical intercept, wherein the current curve is any one of the relation curves.
Step S1130, performing a moving operation on the dynamic mechanical performance channel corresponding to each of the relationship curves to obtain an upper channel limit and a lower channel limit corresponding to each of the relationship curves.
Specifically, the upper limit curve and the lower limit curve are respectively tangent to the force-displacement relation curve by translating the linear curve corresponding to the dynamic mechanical property channel up and down, so that the corresponding longitudinal intercept c can be obtained 1 And d1, thereby defining the upper and lower channel limits of the force-displacement relationship curve.
Exemplarily, the moving operation on the dynamic mechanical property channel corresponding to each of the relationship curves to obtain the channel upper limit and the channel lower limit corresponding to each of the relationship curves includes:
moving a dynamic mechanical performance channel corresponding to a current curve along a first direction until the dynamic mechanical performance channel corresponding to the current curve is tangent to a first set point of the current curve, and determining the dynamic mechanical performance channel tangent to the first set point as a channel upper limit of the current curve;
and moving the dynamic mechanical performance channel corresponding to the current curve along a second direction until the dynamic mechanical performance channel corresponding to the current curve is tangent to a second set point of the current curve, and determining the dynamic mechanical performance channel tangent to the second set point as a channel lower limit of the current curve.
Referring to the schematic diagram of the mechanical performance path of a single impact force versus displacement curve as shown in fig. 13, curve 1410 represents the current curve, first linear curve 1420 represents the dynamic mechanical performance path corresponding to the current curve 1410, first arrow 1430 represents the first direction, point a represents the first set point, second linear curve 1440 represents the upper path limit of the current curve 1410, point B represents the second set point, third linear curve 1450 represents the lower path limit of the current curve 1410, and second arrow 1460 represents the second direction.
The upper and lower channel limits corresponding to the respective curves of the relationship between collision force and displacement can be obtained in the above manner.
Step S1140, determining dynamic mechanical property channels respectively corresponding to 6 partitions included in the test barrier and a dynamic mechanical property channel of the whole test barrier based on the dynamic mechanical property channel respectively corresponding to each relation curve and the channel upper limit and the channel lower limit respectively corresponding to each relation curve, wherein the dynamic mechanical property channel is used as a manufacturing and calibration basis of the test barrier.
Specifically, dynamic mechanical property channels are established for all the collision force-displacement curves in the statistical range, and the slope of the dynamic mechanical property channel corresponding to each collision force-displacement curve is marked as a i And taking the average value of the slopes of the dynamic mechanical property channels corresponding to the collision force-displacement curves as the slope of the dynamic mechanical property channel of the whole test barrier, and translating the dynamic mechanical property channel of the whole test barrier up and down to enable the channel to contain all the collision force-displacement relation curves participating in statistics, so that the upper limit and the lower limit of the channel of the whole test barrier can be determined, and the dynamic mechanical property channel of the test barrier is established. In summary, the values corresponding to the slopes and vertical intercepts of the upper and lower channel limits can be calculated by the following equations (9) to (11).
Wherein a is the average value of the slopes of the corresponding straight lines of all the statistical collision force-displacement relation curves, and c and d are the longitudinal intercepts corresponding to the straight lines of the corresponding channels.
Taking fig. 14 as an example, the impact force-displacement relationship curve with a statistical range of displacement of 50mm to 300mm is taken as a research object, and the linear slope a corresponding to the impact force-displacement relationship curve 151 can be calculated by using the above equations (4) to (8) 1 1.01, the slope a of the line corresponding to the impact force-displacement curve 152 2 To 1.23, the average value (1.01 + 1.23)/2 of the two is calculated to be 1.12, the average value 1.12 is taken as the slope of the overall mechanical performance channel, and a straight line with a slope of 1.12 is translated up and down to enable the channel upper limit straight line and the channel lower limit straight line to envelop the impact force-displacement relation curve 151 and the impact force-displacement relation curve 152, so that the straight line of the channel upper limit and the channel lower limit of the overall mechanical performance channel can be obtained as follows:
the straight line for the upper limit of the channel is: y =1.12x i +39；
The straight line for the lower limit of the channel is: y =1.12x i -21。
A schematic diagram of the overall mechanical performance channel is shown in fig. 15.
Therefore, according to the establishment method of the dynamic mechanical property channel, the collision force load corresponding to each partition of the test barrier and the overall load of the test barrier can be calculated. And if the collision force wall curve of the test barrier is not in the range of the corresponding upper channel limit and the lower channel limit, the test barrier needs to be adjusted and then carries out the collision test again until the requirements are met, and then the test barrier is used for the real vehicle collision test. For example, the overall impact wall curve of the test barrier should be between the overall upper and lower limits of the passageway; the collision force wall curve of the first partition of the test barrier is between the upper limit and the lower limit of the channel corresponding to the first partition; the impact wall curve of the second section of the test barrier should lie between the upper and lower channel limits corresponding to the second section, i.e., the impact wall curve of the test barrier should lie between the upper and lower channel limits corresponding to the second section.
Considering the deformation of the test barrier in the actual test, the mechanical performance channels of the whole body and the subareas are calculated until the deformation is 300mm, and the impact force with the displacement larger than 300mm is consistent with the impact force corresponding to the displacement of 300 mm. By combining the appearance size of the test barrier, the calculation range of the curve corresponding to the whole channel, the fourth partition and the sixth partition (namely the block 4 and the block 6) is 25 mm-300 mm, the calculation range of the curve corresponding to the fifth partition (namely the block 5) is 20 mm-300 mm, and the calculation range of the curve corresponding to the first partition, the second partition and the third partition (namely the block 1, the block 2 and the block 3) is 120 mm-300 mm.
The dynamic mechanical performance path of the test barrier as a whole and the corresponding sub-sections is shown in fig. 16 to 24. The upper limit and the lower limit of the channel of the dynamic mechanical property channel of the whole test barrier are referred to as fig. 16, and the slope of the relationship curve of the collision force-displacement of the whole test barrier can be obtained according to fig. 15 and the above equations (4) - (11) and is 1.12, and the straight line of the upper limit of the channel is: y =1.12x i + 39; the straight line for the lower limit of the channel is: y =1.12x i -21; the starting point and the inflection point are extracted as the characteristic points of the channel, and the numerical values of the characteristic points corresponding to the overall mechanical performance channel of the test barrier can be obtained as shown in the following table 2 and fig. 16.
Table 2: coordinates of corresponding characteristic points of overall mechanical performance channel of test barrier
| Characteristic point | Displacement (mm) | Impact force (kN) |
| A | 25 | 67 |
| |
300 | 375 |
| |
400 | 375 |
| |
25 | 7 |
| |
300 | 315 |
| |
400 | 315 |
Fig. 17 shows a relationship curve between the collision force and the displacement, which is determined according to a frontal collision force wall test performed on a preset vehicle, corresponding to the fourth zone and the sixth zone, and according to the relationship curve and the above equations (4) to (11), the slope of the mechanical performance channel corresponding to the fourth zone and the sixth zone is 0.36, and the straight line of the upper limit and the lower limit of the channel is:
the straight line for the upper limit of the channel is: y =0.36x i +5；
The straight line for the lower limit of the channel is: y =0.36x i -15。
The starting point and the inflection point are extracted as the characteristic points of the channel, and the numerical values of the corresponding characteristic points of the mechanical property channel of the fourth partition and the sixth partition of the collision barrier can be obtained as shown in the following table 3 and fig. 18.
Table 3: characteristic point coordinates of mechanical property channels of fourth subarea and sixth subarea
| Characteristic point | Displacement (mm) | Collision force (kN) |
| A | 25 | 14 |
| |
300 | 113 |
| |
400 | 113 |
| |
50 | 3 |
| |
300 | 93 |
| |
400 | 93 |
Fig. 19 shows a relationship curve between the collision force and the displacement of the fifth zone (i.e., the block 5) determined by the frontal collision force wall test performed by the predetermined vehicle, and the slope of the mechanical performance path of the fifth zone is 0.6, and the straight line of the upper path limit and the lower path limit is obtained by using the relationship curve and the above equations (4) to (11):
the straight line for the upper limit of the channel is: y =0.6x i +10；
The straight line for the lower limit of the channel is: y =0.6x i -20。
After the displacement of 100mm, the force-displacement curve is basically in a stable state, so that constant values are taken as the upper limit and the lower limit of the channel, the starting point and the inflection point are extracted as the characteristic points of the channel, and the numerical values of the corresponding characteristic points of the mechanical performance channel of the fifth partition of the collision barrier can be obtained as shown in the following table 4 and fig. 20.
Table 4: characteristic point coordinate of fifth-division mechanical performance channel
| Characteristic point | Displacement (mm) | Collision force (kN) |
| A | 20 | 22 |
| |
100 | 70 |
| |
400 | 70 |
| |
40 | 4 |
| |
100 | 40 |
| |
400 | 40 |
Fig. 21 shows a relationship curve between the collision force and the displacement corresponding to the first partition and the third partition, which is determined according to a frontal collision force wall test performed by a preset vehicle, and the slope of the mechanical performance passage of the first partition and the third partition is 0.056, and the straight line of the upper limit and the lower limit of the passage is:
the straight line for the upper limit of the channel is: y =0.056x i +13.28；
The straight line for the lower limit of the channel is: y =0.056x i +3.28。
The starting point and the inflection point are extracted as the characteristic points of the channel, and the numerical values of the corresponding characteristic points of the mechanical property channel of the first partition and the third partition of the collision barrier can be obtained as shown in the following table 5 and fig. 22.
Table 5: mechanical property channel characteristic point coordinates of first partition and third partition
| Characteristic point | Displacement (mm) | Collision force (kN) |
| A | 120 | 20 |
| |
300 | 30 |
| |
400 | 30 |
| |
120 | 10 |
| |
300 | 20 |
| |
400 | 20 |
Fig. 23 shows a relationship curve between the impact force and the displacement corresponding to the second partition determined according to a frontal impact wall test performed on a predetermined vehicle, and it can be seen from the relationship curve that the force-displacement curve is substantially in a stable state after the displacement of 100mm, so that the values of the characteristic points corresponding to the mechanical performance pathway of the second partition of the impact barrier can be obtained as shown in table 6 and fig. 24 below by taking constant values as the upper limit and the lower limit of the pathway, extracting the starting point and the inflection point as the characteristic points of the mechanical performance pathway of the second partition.
Table 6: the coordinates of the characteristic points of the mechanical property channel of the second partition
| Characteristic point | Displacement (mm) | Collision force (kN) |
| A | 120 | 30 |
| |
300 | 30 |
| |
400 | 30 |
| |
120 | 15 |
| |
300 | 15 |
| |
400 | 15 |
In the embodiment, the vehicle rigidity curve characteristics are extracted through the average straight line fitting and translation method, the mechanical performance channel of the test barrier is established, the side collision barrier conforming to the vehicle characteristics is deduced by using the test data, the evaluation of the side collision test is closer to the real vehicle-to-vehicle collision test result, a technical basis is provided for the related collision test, and the method has important significance in promoting the vehicle safety improvement and the vehicle safety performance improvement.
On the basis of the above embodiment, an embodiment of the present invention further provides a test barrier, where the external dimension of the test barrier is determined based on the external dimension determining method in the above embodiment, and the mechanical properties corresponding to the 6 sub-areas included in the test barrier and the overall mechanical properties of the test barrier are determined based on the mechanical property determining method in the above embodiment.
Specifically, the 6 partitions included in the test barrier correspond to six honeycomb aluminum monomers one by one, as shown in fig. 2 to 5, wherein the first honeycomb aluminum and the third honeycomb aluminum have the same size, and the length × the width are 650mm × 300 mm; the fourth honeycomb aluminum and the sixth honeycomb aluminum have the same size, and the length multiplied by the width is 650mm multiplied by 250 mm; the second piece of honeycomb aluminum has the size of length × width =500mm × 300 mm; the dimensions of the fifth piece of honeycomb aluminum are length × width =500mm × 250 mm; the total depth of the test barrier is 600mm, the total width of the test barrier is 1800mm, and the ground clearance of the lowest point of the test barrier is 350 mm; the height dimension of the bumper is 150mm, the depth is 100mm, and the height of the lower edge of the bumper above the ground is 450 mm.
Fig. 25 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. As shown in fig. 25, the electronic device 400 includes one or more processors 401 and memory 402.
The processor 401 may be a Central Processing Unit (CPU) or other form of processing unit having data processing capabilities and/or instruction execution capabilities and may control other components in the electronic device 400 to perform desired functions.
In one example, the electronic device 400 may further include: an input device 403 and an output device 404, which are interconnected by a bus system and/or other form of connection mechanism (not shown). The input device 403 may include, for example, a keyboard, a mouse, and the like. The output device 404 can output various information to the outside, including warning prompt information, braking force, and the like. The output devices 404 may include, for example, a display, speakers, a printer, and a communication network and its connected remote output devices, among others.
Of course, for the sake of simplicity, only some of the components of the electronic device 400 related to the present invention are shown in fig. 25, and components such as a bus, an input/output interface, and the like are omitted. In addition, electronic device 400 may include any other suitable components depending on the particular application.
In addition to the above methods and apparatus, embodiments of the present invention may also be a computer program product comprising computer program instructions which, when executed by a processor, cause the processor to perform the steps of the method for determining an apparent size of a test barrier and the steps of the method for determining a mechanical property of a test barrier as provided by any of the embodiments of the present invention.
The computer program product may write program code for carrying out operations for embodiments of the present invention in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, embodiments of the present invention may also be a computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, cause the processor to perform the steps of the method for determining an apparent size of a test barrier and the steps of the method for determining a mechanical property of a test barrier provided by any of the embodiments of the present invention.
The computer-readable storage medium may take any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present application. As used in the specification and claims of this application, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural, unless the context clearly dictates otherwise. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method or apparatus that comprises the element.
It is further noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like are used in the orientation or positional relationship indicated in the drawings for convenience in describing the invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," "coupled," and the like are to be construed broadly and encompass, for example, both fixed and removable coupling or integral coupling; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention.
Claims (11)
1. The method for determining the appearance size of the test barrier is characterized in that the test barrier comprises 6 corresponding subareas and a bumper square structure based on the rigidity distribution characteristics of a preset vehicle, wherein the first subarea and the third subarea correspond to an area where an upper side beam of the preset vehicle is located, the second subarea corresponds to an area where the middle part of a water tank frame of the preset vehicle is located, the fourth subarea and the sixth subarea correspond to an area where a front longitudinal beam of the preset vehicle is located, and the fifth subarea corresponds to an area where the middle part of a bumper beam of the preset vehicle is located; the determination method comprises the following steps:
determining the height of a third position of the fourth subarea from the ground according to the height of the first position of the front longitudinal beam from the ground, a first proportional factor, the height of a second position of the preset vehicle auxiliary frame from the ground and a second proportional factor, wherein the first proportional factor and the second proportional factor are determined according to the number of vehicles with auxiliary frames in the preset vehicles;
determining the width of a bumper area affected by the front longitudinal beam collision according to the collision force distribution cloud chart of the preset vehicle;
determining the width of the fifth zone based on the width of a bumper area affected by the collision of the front longitudinal beam and the distance from the fifth position of the front longitudinal beam to the sixth position of the preset vehicle;
the determining the height of the third position of the fourth subarea from the ground according to the height of the first position of the front longitudinal beam from the ground, the first scale factor, the height of the second position of the preset vehicle auxiliary frame from the ground and the second scale factor comprises:
determining a height of a third location of the fourth zone from the ground based on the following equation:
wherein F is a height from a third position of the fourth sub-zone to the ground, J is a height from a first position of the front longitudinal beam to the ground, K is a height from a second position of the preset vehicle subframe to the ground, α is a first scale factor, β is a second scale factor, and the larger the number of vehicles in the preset vehicle equipped with the subframe is, the smaller the first scale factor is, the larger the second scale factor is;
the determining the width of the fifth zone based on the width of the bumper area affected by the front side frame collision and the distance from the fifth position of the front side frame to the sixth position of the preset vehicle comprises:
determining a width of the fifth partition based on:
h is the width of the fifth subarea, L is the distance between the fifth position of the front longitudinal beam and the sixth position of the preset vehicle, and M is the width of a bumper area influenced by collision of the front longitudinal beam.
2. The method of claim 1, further comprising:
determining the overall width of the test barrier according to the width of the preset vehicle, wherein the overall width of the test barrier is the sum of the widths of the first partition, the second partition and the third partition, and the sum of the widths of the first partition, the second partition and the third partition is equal to the sum of the widths of the fourth partition, the fifth partition and the sixth partition;
determining the width of the fourth partition and the width of the sixth partition according to the overall width and the width of the fifth partition, wherein the width of the fourth partition and the width of the sixth partition are equal;
the determining the width of the fourth partition and the width of the sixth partition according to the overall width and the width of the fifth partition includes:
determining a width of the fourth partition and a width of the sixth partition based on:
wherein G is the width of the fourth partition, I is the width of the sixth partition, D is the overall width, and H is the width of the fifth partition.
3. The method of claim 1,
the height of the third position of the fourth subarea from the ground is the same as the height of the fourth position of the sixth subarea from the ground.
4. The method of claim 1,
the overall height of the test barrier is the height from the ground to the seventh position of the preset vehicle engine hood;
and the eighth position of the fourth partition and the ninth position of the sixth partition have the same height from the ground, and the tenth position of the front longitudinal beam is the height from the ground.
5. A method for determining the mechanical properties of a test barrier, wherein the physical dimensions of the test barrier are determined based on the method of any one of claims 1 to 4, and the method for determining the mechanical properties comprises:
performing a frontal impact wall test based on a preset vehicle to determine a relationship curve between the overall impact force and displacement of the front end of the preset vehicle and a relationship curve between the impact force and displacement of partitions respectively corresponding to 6 partitions included in the test barrier;
processing each relation curve according to a preset processing algorithm to obtain a dynamic mechanical property channel corresponding to each relation curve;
moving the dynamic mechanical property channel corresponding to each relation curve to obtain a channel upper limit and a channel lower limit corresponding to each relation curve;
and determining dynamic mechanical performance channels respectively corresponding to 6 subareas included in the test barrier and a dynamic mechanical performance channel of the whole test barrier based on the dynamic mechanical performance channel respectively corresponding to each relation curve, and the channel upper limit and the channel lower limit respectively corresponding to each relation curve, wherein the dynamic mechanical performance channel is used as a manufacturing and calibration basis of the test barrier.
6. The method according to claim 5, wherein the processing is performed on each relationship curve according to a preset processing algorithm to obtain a dynamic mechanical property channel corresponding to each relationship curve, respectively, and includes:
determining the slope and the vertical intercept of a preset linear curve according to the area of a region enclosed by the preset linear curve and the current curve, and determining a dynamic mechanical property channel corresponding to the current curve according to the slope and the vertical intercept, wherein the current curve is any one of the relation curves.
7. The method according to claim 5, wherein the moving operation of the dynamic mechanical property channel corresponding to each of the relationship curves to obtain an upper channel limit and a lower channel limit corresponding to each of the relationship curves comprises:
moving a dynamic mechanical performance channel corresponding to a current curve along a first direction until the dynamic mechanical performance channel corresponding to the current curve is tangent to a first set point of the current curve, and determining the dynamic mechanical performance channel tangent to the first set point as a channel upper limit of the current curve;
and moving the dynamic mechanical performance channel corresponding to the current curve along a second direction until the dynamic mechanical performance channel corresponding to the current curve is tangent to a second set point of the current curve, and determining the dynamic mechanical performance channel tangent to the second set point as a channel lower limit of the current curve.
8. A test barrier wherein the physical dimensions of the test barrier are determined based on the method of any one of claims 1-4 and the mechanical properties of each of the 6 sub-sections comprising the test barrier are determined based on the method of any one of claims 5-7.
9. The test barrier of claim 8, wherein the test barrier comprises 6 sections corresponding one-to-one to six aluminum honeycomb cells, wherein the first and third aluminum honeycombs are the same size and have a length x width of 650mm x 300 mm;
the fourth honeycomb aluminum and the sixth honeycomb aluminum have the same size, and the length multiplied by the width is 650mm multiplied by 250 mm;
the second piece of honeycomb aluminum has the size of length × width =500mm × 300 mm;
the dimensions of the fifth piece of honeycomb aluminum are length × width =500mm × 250 mm;
the total depth of the test barrier is 600mm, the total width of the test barrier is 1800mm, and the ground clearance of the lowest point of the test barrier is 350 mm;
the height dimension of the bumper is 150mm, the depth is 100mm, and the height of the lower edge of the bumper above the ground is 450 mm.
10. An electronic device, characterized in that the electronic device comprises:
a processor and a memory;
the processor is configured to perform the method steps of any of claims 1 to 7 by calling a program or instructions stored in the memory.
11. A computer-readable storage medium, characterized in that it stores a program or instructions that cause a computer to perform the method steps of any of claims 1 to 7.
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