基于滑台试验的安全气囊参数优化方法的研究
摘要
安全气囊的开发需要大量的碰撞试验,开发人员基于碰撞试验结果对安全气囊参数进行不断的优化,以确定最终的气囊参数,达到对乘员理想的保护效果。碰撞试验费用十分昂贵,撞一滑台的费用大概在十万元左右(不包括实验车的费用),而整个开发试验需要几十次甚至上百次的碰撞实验,因此利用滑台模拟实车再现实车碰撞过程并基此优化气囊,成为各安全气囊生产商的必要手段,但是目前还没有统一的滑台实验标准及方法,而且安全气囊生产商对于自己的滑台实验方法都实行技术保密,因此方法也不尽相同。本人通过多年的实践经验,逐渐摸索出一种有效的滑台试验方法,方法中难免有疏漏和不尽如人意的地方,希望大家批评指正。
With the development of china economy, living standard continuously improving and rapidly requiring of automobile demand, national automobile have a break forth developed. but traffic accidents also increased so much. which caused human dies increased year and year. Therefore the costumer's requirements focus on safety performance rather than cheap price. At the same time national vehicle impact standard continuously improved and C-NCAP began to perform which shows that china also focus on the vehicle safety performance. So the automobile manufacture pay much attention to safety performance during there car resign. Almost every type of car installs airbag system. From another point of view, airbag became the important part of the automobile. It not only meets automobile impact regulation but also enhances the improvement of entire security performance. At the same time the passengers have been well protected and the car also has the advantage sales point. Therefore the airbag developed rapidly in this section, airbag match technique also obtained at the same time.
The airbag development is inseparable from real car crash tests. After the calibration work of ECU which based on the baseline tests, it needs to optimize the parameter of airbag and inflator and so on. However simulation can decreased the test number in some extent, but repeated validation crash test was still essential. Crash tests need real car and it can not repeat. So the cost is very high. Using white car body,installed the necessary structure (such as the dashboard assembly, in use of panels, steering column and pedal), simulated the real condition of crash vehicle. Using the B-pillar data of real vehicle crash tests as a conference, such a slip test model structures is ready. Use this model to replace the real vehicle, and carry out the repeatable test, the airbag can be optimized, Sled test has a very important significance: it reduced the number of crash tests, reduced development costs and shorted development cycles and verified components performance (seats and seat belts, etc.).
There are many sled test equipment developers, although the ultimate target is the same, but the methods are various. So the sled methods are different because of the different equipments. Airbag manufacturers have their own sled test methods according to the characteristics of their own equipments. Test methods are technical secrets in each company and there is no detailed standard at present, according to the different ability of the company, the level of sled tests is also different. Especially for the side sled method, there has no real formal method yet. For the frontal airbag sled simulation, the current view is the same, the sled method also the same, only some differences in details; But for the side impact sled simulation, Europe and the United States have different point of view about side impact injury: The United States believe that the acceleration that caused by the door intrusion affect to the passenger is the main reason to cause the passenger injury during the side impact. But the European think that the door intrusion speed is the main reason that caused the passenger injury. Therefore the sled methods are quite different. Our regulations are based on European standards, so we conduct the sled according to the European model.
In fact, airbag optimization process is the adjustment of the airbag protection area and airbag stiffness properties. The key parameter which can influence the airbag performance most is airbag structure and inflator parameter. The adjustment of inflator parameters will bring a series of problems to purchase and production. In order to save cost, normally we adjust the airbag parameters rather than inflator parameters. Unless the available inflator parameters really can not meet for the test requirements, we wouldn’t change it. Sled test is a very complicated process and there are so many parameters which can affect the test result, such as: dummy position, seat belts, seats, steering column, steering wheel, brake pedal, and so on. So sled test preparation process is very important. The data analysis is no meaning if the test conditions are not the same. So we can only analysis the test data in the same test platform. In order to conduct the relationship with real car, all tests conditions should be similar with the real vehicle conditions, which is the main reason why we use the real car white body. Even so, the result of sled test can not replace the real car crash test, as the sled is only a simulation process. Because current sled system can not simulate the firewall and steering column movement and pick which caused by the real car crash test, and also to simulate the real car B pillar data itself is an equal process,there are still some tolerance . So it can not achieve the exact condition of the car. The main meaning of the sled is: it can simulate the optimize trend of the vehicle. In other words, the sled test results can not instead of the real vehicle test result, but the optimization trend of sled is nearly the same with that of real car. The level of equipment ability and methods will directly influence the relationship of sled and real car. Through a lot of test experience I had found a proper way to optimize the airbag system based on sled. This method not only establishes a unified experimental test process, but also includes a general data analysis approach. There is a good application. More than 10 vehicle matching tests have been completed. Sled test can bring out enormous economic benefits and strong supply to the passive safety system. Even have good sled equipment but without good sled test method, it can not only affect the test efficiency which can cause the big waste of time, but also get the wrong results, or even mislead the engineer’s simulation and design. Therefore it will bring about a tremendous waste of resources, so the r e s e a r c h o f s l e d t e s t m e t h o d s i s a l s o v e r y i m p o r t a n t .
With the development of china economy, living standard continuously improving and rapidly requiring of automobile demand, national automobile have a break forth developed. but traffic accidents also increased so much. which caused human dies increased year and year. Therefore the costumer's requirements focus on safety performance rather than cheap price. At the same time national vehicle impact standard continuously improved and C-NCAP began to perform which shows that china also focus on the vehicle safety performance. So the automobile manufacture pay much attention to safety performance during there car resign. Almost every type of car installs airbag system. From another point of view, airbag became the important part of the automobile. It not only meets automobile impact regulation but also enhances the improvement of entire security performance. At the same time the passengers have been well protected and the car also has the advantage sales point. Therefore the airbag developed rapidly in this section, airbag match technique also obtained at the same time.
The airbag development is inseparable from real car crash tests. After the calibration work of ECU which based on the baseline tests, it needs to optimize the parameter of airbag and inflator and so on. However simulation can decreased the test number in some extent, but repeated validation crash test was still essential. Crash tests need real car and it can not repeat. So the cost is very high. Using white car body,installed the necessary structure (such as the dashboard assembly, in use of panels, steering column and pedal), simulated the real condition of crash vehicle. Using the B-pillar data of real vehicle crash tests as a conference, such a slip test model structures is ready. Use this model to replace the real vehicle, and carry out the repeatable test, the airbag can be optimized, Sled test has a very important significance: it reduced the number of crash tests, reduced development costs and shorted development cycles and verified components performance (seats and seat belts, etc.).
There are many sled test equipment developers, although the ultimate target is the same, but the methods are various. So the sled methods are different because of the different equipments. Airbag manufacturers have their own sled test methods according to the characteristics of their own equipments. Test methods are technical secrets in each company and there is no detailed standard at present, according to the different ability of the company, the level of sled tests is also different. Especially for the side sled method, there has no real formal method yet. For the frontal airbag sled simulation, the current view is the same, the sled method also the same, only some differences in details; But for the side impact sled simulation, Europe and the United States have different point of view about side impact injury: The United States believe that the acceleration that caused by the door intrusion affect to the passenger is the main reason to cause the passenger injury during the side impact. But the European think that the door intrusion speed is the main reason that caused the passenger injury. Therefore the sled methods are quite different. Our regulations are based on European standards, so we conduct the sled according to the European model.
In fact, airbag optimization process is the adjustment of the airbag protection area and airbag stiffness properties. The key parameter which can influence the airbag performance most is airbag structure and inflator parameter. The adjustment of inflator parameters will bring a series of problems to purchase and production. In order to save cost, normally we adjust the airbag parameters rather than inflator parameters. Unless the available inflator parameters really can not meet for the test requirements, we wouldn’t change it. Sled test is a very complicated process and there are so many parameters which can affect the test result, such as: dummy position, seat belts, seats, steering column, steering wheel, brake pedal, and so on. So sled test preparation process is very important. The data analysis is no meaning if the test conditions are not the same. So we can only analysis the test data in the same test platform. In order to conduct the relationship with real car, all tests conditions should be similar with the real vehicle conditions, which is the main reason why we use the real car white body. Even so, the result of sled test can not replace the real car crash test, as the sled is only a simulation process. Because current sled system can not simulate the firewall and steering column movement and pick which caused by the real car crash test, and also to simulate the real car B pillar data itself is an equal process,there are still some tolerance . So it can not achieve the exact condition of the car. The main meaning of the sled is: it can simulate the optimize trend of the vehicle. In other words, the sled test results can not instead of the real vehicle test result, but the optimization trend of sled is nearly the same with that of real car. The level of equipment ability and methods will directly influence the relationship of sled and real car. Through a lot of test experience I had found a proper way to optimize the airbag system based on sled. This method not only establishes a unified experimental test process, but also includes a general data analysis approach. There is a good application. More than 10 vehicle matching tests have been completed. Sled test can bring out enormous economic benefits and strong supply to the passive safety system. Even have good sled equipment but without good sled test method, it can not only affect the test efficiency which can cause the big waste of time, but also get the wrong results, or even mislead the engineer’s simulation and design. Therefore it will bring about a tremendous waste of resources, so the r e s e a r c h o f s l e d t e s t m e t h o d s i s a l s o v e r y i m p o r t a n t .
引文
[1] 何柏岩,汽车被动安全性及法规综述,中国汽车技术研究中心(襄樊)汽车检测所[2] 黄世林,张金换,王晓冬等编著,汽车碰撞与安全,北京:清华大学出版社,2000
[3] 林逸,郭九大,王望予,汽车被动安全性研究综述,汽车工程,1998.1
[4] 王瑄等,各国汽车碰撞试验技术浅谈,国外汽车,1993(4)
[5] 朱西产,实车碰撞法规的现状和发展趋势,汽车技术,2001.4
[6] 朱西产,应用计算机模拟技术研究汽车碰撞安全性,世界汽车,1997.3
[7] 安全带标准动态试验主要技术内容,ECE R16
[8] 汽车安全带动态性能要求和试验方法,QC 244-1997
[9] 座椅及其固定点和头枕标准动态试验主要技术内容,ECE R17
[10] 座椅及其固定点强度标准主要技术内容,ECE R80
[11] 汽车工程手册(试验篇),《汽车工程手册》编辑委员会,人民交通出版社,2001.5
[12] 石川良幸,吉田弥寿男,最近前面冲突试验设备,自动车技术,Vol.48 No.3,1994
[13] MADYMO Theory Manual,Version 6.2, TNO Road-Vehicle Research Institute, June 2004
[14] 黄虎、常健、何稚桦、徐兆坤,汽车侧面碰撞试验探讨,上海工程技术大学学报,2002 年 6 月第 16 卷第 2 期
[15] Michael D. Carpenter,“Side Imapct Airbag Testing and Regulation:Deflating a Potentially Explosive Topic,SAE Paper,2001-01-1331
[16] http://www.xcar.com.cn/viewthread.php?tid=3062193,2006
[17] T.G.Prevost,Automotive Crash Test Facility,SAE Paper 700527
[18] 陈弘,董丽莉,赵航,CATARC 汽车模拟碰撞试验系统的研究,汽车技术,1996 No.10,1996.10
[19] TRW 公司简介,TRW Inc.1993
[20] Dominique Cesari and Michelle Rament, pelvis tolerance and protection in side impact SAE Paper No.821159,1982
[21] Mark Haffner, Synthesis of Pelvis Fracture Criteria for Lateral Impact Loading, Tenth Int Tech. Conf, on ESV,Oxford,1985
[22] 豪彦,美、欧、日、中国侧面碰撞试验法规及发展趋势 ,汽车与配件, 2002 No.44
[23] James R. Hackney, Charles J. Kahane, and Vincent R. Quaries, The New Car Assessment Program Historical Review and Effect, SAE Paper 941052
[24] Michael Case, Michael Griffiths, Jack Haley and Michael Paine, INTERNATIOAL NCAP PROGRAMS IN REVIEW, Proceedings of 16th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Paper Number 98-S11-O-03
[25] MADYMO Applications Manual,Version 6.2, TNO Road-Vehicle Research Institute, June 2004
[26] 乌秀春,商恩义,王若愚, 滑车模拟试验中的波形问题分析,辽宁工学院学报(自然科学版),2005 Vol.25 No.2,
[27] 商恩义,王若愚,乌秀春,滑车模拟试验中的质量问题分析, 汽车科技 2005 No.2,
[28] 程秀生,模拟汽车侧面碰撞的人体骨盆损伤的试验研究,汽车工程98045,1998 年(第 20 卷)第 5 期
[29] Association for the Advancement of Automotive Medicine,“The Abbreviated Injury Scale”,1990 Revision, Des plaines,IL,1990
[30] 张敏,汽车侧面碰撞乘员约束系统模型建立与性能优化,硕士学位论文,2004
[31] 程秀生,王军,郑宏,不同伤害指标对评价人体胸部侧向碰撞伤害程度的影响,公路交通科技,2001 年,第 6 期
[32] 关于正面碰撞乘员保护的设计规则,CMVDR 294.1999
[33] 史广奎,朱西产,冯琦,汽车模拟碰撞吸能器的研究,汽车技术,2003 No.1,2003.1
[34] 杨臻,李强,薄玉成,节制杆模拟汽车碰撞吸能器[P],中国专利,465729. 2001.12.05.
[35] 杨臻,邱阳,李强,等. PG- 15 型节制杆式滑台试验技术研究[J],汽车工程,2002,24 (3)
[36] 杨臻, 邱阳, 薄玉成,PG-15 型节制杆式滑台试验系统的稳定性和重复性,西安交通大学学报,Vol.37 No.1,2003.1
[37] HYGE 产品介绍,MGA 公司,2004
[38] 沈立新,商恩义,波形复现器,实用新型专利 ZL02273588.7,2003.4.30
[39] 商恩义,汽车碰撞模拟试验中吸能器的研究,上海汽车,2003 增刊,2003.12
[40] National Highway Traffic Safety Administration,Side Impact Phase-In Reporting Requirements,2004
[41] Mitchel C. Scherba,Side Impact Air Bags-the Generel Motors Approach,17ESV No.387,2001
[42] Anders ijhlund,Camilla Palmertz,Johnny Korner,the Inflatable Curtain (IC) - A New Head Protection System in Side Impacts,16ESV No. 98 S8 W 29
[43] http://www.nhtsa.dot.gov/cars/testing/ncap/airbags
[44] 蔡泰信,和兴锁,理论力学,西北工业大学出版社,2003.8.1
[45] 杨明,刘先忠,矩阵论,华中科技大学出版社,2005.3.1 [46 郭晓丽、王正国等,汽车侧面碰撞交通伤的伤情特点试验研究,创伤外科杂志 2005 年第 7 卷第 4 期
[47] 朱西产,安全气囊系统及其两种开发思想的分析,第二届汽车安全技术年会,北京:1995.6
[48] Shang Enyi,Gao Jingdang,Yang Zhongwei,Qiao Nai,Research on the relation of airbag effectiveness and occupant position ,The Paper Volume of The 3rd International Forum of Automotive Traffic Safety,2004.6
[3] 林逸,郭九大,王望予,汽车被动安全性研究综述,汽车工程,1998.1
[4] 王瑄等,各国汽车碰撞试验技术浅谈,国外汽车,1993(4)
[5] 朱西产,实车碰撞法规的现状和发展趋势,汽车技术,2001.4
[6] 朱西产,应用计算机模拟技术研究汽车碰撞安全性,世界汽车,1997.3
[7] 安全带标准动态试验主要技术内容,ECE R16
[8] 汽车安全带动态性能要求和试验方法,QC 244-1997
[9] 座椅及其固定点和头枕标准动态试验主要技术内容,ECE R17
[10] 座椅及其固定点强度标准主要技术内容,ECE R80
[11] 汽车工程手册(试验篇),《汽车工程手册》编辑委员会,人民交通出版社,2001.5
[12] 石川良幸,吉田弥寿男,最近前面冲突试验设备,自动车技术,Vol.48 No.3,1994
[13] MADYMO Theory Manual,Version 6.2, TNO Road-Vehicle Research Institute, June 2004
[14] 黄虎、常健、何稚桦、徐兆坤,汽车侧面碰撞试验探讨,上海工程技术大学学报,2002 年 6 月第 16 卷第 2 期
[15] Michael D. Carpenter,“Side Imapct Airbag Testing and Regulation:Deflating a Potentially Explosive Topic,SAE Paper,2001-01-1331
[16] http://www.xcar.com.cn/viewthread.php?tid=3062193,2006
[17] T.G.Prevost,Automotive Crash Test Facility,SAE Paper 700527
[18] 陈弘,董丽莉,赵航,CATARC 汽车模拟碰撞试验系统的研究,汽车技术,1996 No.10,1996.10
[19] TRW 公司简介,TRW Inc.1993
[20] Dominique Cesari and Michelle Rament, pelvis tolerance and protection in side impact SAE Paper No.821159,1982
[21] Mark Haffner, Synthesis of Pelvis Fracture Criteria for Lateral Impact Loading, Tenth Int Tech. Conf, on ESV,Oxford,1985
[22] 豪彦,美、欧、日、中国侧面碰撞试验法规及发展趋势 ,汽车与配件, 2002 No.44
[23] James R. Hackney, Charles J. Kahane, and Vincent R. Quaries, The New Car Assessment Program Historical Review and Effect, SAE Paper 941052
[24] Michael Case, Michael Griffiths, Jack Haley and Michael Paine, INTERNATIOAL NCAP PROGRAMS IN REVIEW, Proceedings of 16th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Paper Number 98-S11-O-03
[25] MADYMO Applications Manual,Version 6.2, TNO Road-Vehicle Research Institute, June 2004
[26] 乌秀春,商恩义,王若愚, 滑车模拟试验中的波形问题分析,辽宁工学院学报(自然科学版),2005 Vol.25 No.2,
[27] 商恩义,王若愚,乌秀春,滑车模拟试验中的质量问题分析, 汽车科技 2005 No.2,
[28] 程秀生,模拟汽车侧面碰撞的人体骨盆损伤的试验研究,汽车工程98045,1998 年(第 20 卷)第 5 期
[29] Association for the Advancement of Automotive Medicine,“The Abbreviated Injury Scale”,1990 Revision, Des plaines,IL,1990
[30] 张敏,汽车侧面碰撞乘员约束系统模型建立与性能优化,硕士学位论文,2004
[31] 程秀生,王军,郑宏,不同伤害指标对评价人体胸部侧向碰撞伤害程度的影响,公路交通科技,2001 年,第 6 期
[32] 关于正面碰撞乘员保护的设计规则,CMVDR 294.1999
[33] 史广奎,朱西产,冯琦,汽车模拟碰撞吸能器的研究,汽车技术,2003 No.1,2003.1
[34] 杨臻,李强,薄玉成,节制杆模拟汽车碰撞吸能器[P],中国专利,465729. 2001.12.05.
[35] 杨臻,邱阳,李强,等. PG- 15 型节制杆式滑台试验技术研究[J],汽车工程,2002,24 (3)
[36] 杨臻, 邱阳, 薄玉成,PG-15 型节制杆式滑台试验系统的稳定性和重复性,西安交通大学学报,Vol.37 No.1,2003.1
[37] HYGE 产品介绍,MGA 公司,2004
[38] 沈立新,商恩义,波形复现器,实用新型专利 ZL02273588.7,2003.4.30
[39] 商恩义,汽车碰撞模拟试验中吸能器的研究,上海汽车,2003 增刊,2003.12
[40] National Highway Traffic Safety Administration,Side Impact Phase-In Reporting Requirements,2004
[41] Mitchel C. Scherba,Side Impact Air Bags-the Generel Motors Approach,17ESV No.387,2001
[42] Anders ijhlund,Camilla Palmertz,Johnny Korner,the Inflatable Curtain (IC) - A New Head Protection System in Side Impacts,16ESV No. 98 S8 W 29
[43] http://www.nhtsa.dot.gov/cars/testing/ncap/airbags
[44] 蔡泰信,和兴锁,理论力学,西北工业大学出版社,2003.8.1
[45] 杨明,刘先忠,矩阵论,华中科技大学出版社,2005.3.1 [46 郭晓丽、王正国等,汽车侧面碰撞交通伤的伤情特点试验研究,创伤外科杂志 2005 年第 7 卷第 4 期
[47] 朱西产,安全气囊系统及其两种开发思想的分析,第二届汽车安全技术年会,北京:1995.6
[48] Shang Enyi,Gao Jingdang,Yang Zhongwei,Qiao Nai,Research on the relation of airbag effectiveness and occupant position ,The Paper Volume of The 3rd International Forum of Automotive Traffic Safety,2004.6