多种典型工况下的汽车正面碰撞性能协同优化
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摘要
近年来,经济飞速发展和高速公路交通网的完善促进了我国汽车工业高速发展。同时,也带来了严重的交通事故问题。在各类交通事故中,正面碰撞事故是发生率最高且死亡人数最多的事故类型,而目前的汽车正面碰撞安全性设计主要根据100%重叠正面刚性壁碰撞和40%重叠偏置碰撞两种形式。为了进一步提高正面碰撞事故中乘员安全性,本文根据不同碰撞工况特点,分别对汽车与固定刚性壁障碰撞、各种类型的汽车与汽车碰撞和汽车与柱状物碰撞三种典型工况进行了分析,并对三种典型工况中的碰撞安全性进行了协同优化研究,使汽车前部结构能够同时满足三种工况的安全性要求。
本文主要研究内容和创新点如下：
1、汽车正面刚性壁障碰撞中,加速度波形是安全性设计的重点。通过分析正面碰撞中三种理想加速度波形和薄壁梁结构吸能机理,设计了一种正八边形逐级吸能结构来改善纵梁碰撞吸能特性和加速度波形。对该碰撞吸能结构进行了优化设计,并用于某SUV车架正面碰撞安全性改进。碰撞试验结果表明,改进后的SUV结构碰撞加速度波形和前部吸能效果都明显改善。
2、各种类型的汽车与汽车正面碰撞中,纵梁全部参与变形碰撞和单侧纵梁参与变形的偏置碰撞是发生率较高的事故。针对如何降低汽车与汽车碰撞中乘员损伤,通过改变某乘用车有限元模型,将质量和刚度两个参数分离,建立了质量降低、刚度增加、同时降低质量和增加刚度的三种假想车型的有限元模型；采用全因子试验设计进行仿真计算,分析了质量和刚度对汽车与汽车100%和50%重叠碰撞中车体变形和加速度特性的影响。指出100%重叠碰撞中,乘用车结构刚度增加或质量降低产生的加速度峰值增加是导致车内驾驶员损伤风险增加的主要原因；而在50%重叠碰撞中,两车刚度差异造成的乘员舱侵入量增加是主要原因。通过调整SUV纵梁刚度和乘用车乘员舱强度,进行了两车50%偏置碰撞的刚度匹配研究,发现增强乘用车乘员舱强度对降低其与SUV偏置碰撞中的侵入量的作用比降低SUV纵梁刚度更显著,有利于偏置碰撞中乘员保护。
3、针对汽车与柱状物碰撞中乘员损伤风险较高,以中型乘用车Taurus为目标进行中心柱碰撞中驾驶员损伤研究。并通过加速度波形参数化研究得出柱碰撞中过低的前期加速度、较高的加速度上升阶段斜率、较高的后期加速度会造成驾驶员损伤风险升高。通过调整气囊起爆时间,研究了柱碰撞中最优气囊起爆时刻。提出了抬高碰撞前期加速度来降低中心柱碰撞中乘员损伤风险的方案,并通过加强前保险杠横梁结构来实现。
4、通过改变吸能盒截面形状和诱导槽结构,获得了在三种碰撞工况中都具有较好吸能特性的吸能盒结构。结合正面固定刚性壁碰撞、40%偏置碰撞和中心柱碰撞三种碰撞工况安全性设计要求,以固定刚性壁碰撞中第二台阶加速度与第一台阶加速度比值、40%偏置碰撞中驾驶员侧门立柱中部侵入量和柱碰撞中前期加速度为目标,提出了采用协同优化策略、均匀试验设计和模拟退火算法对汽车前部主要吸能结构厚度优化来获得在三种典型碰撞工况中耐撞性都较好的结构设计方案。优化结果同时改善了固定刚性壁碰撞中加速度曲线波形、40%偏置碰撞中侵入量和柱碰撞中前期加速度。
5、针对一般台车碰撞试验只能复现车体X向加速度特性,不能复现Y向和Z向加速度的问题,开发了一款带有乘用车车身的新型正面碰撞台车,通过调整台车轴距、轮距、重心高度和吸能结构参数,来模拟实车正面刚性壁碰撞试验和偏置碰撞试验。通过台车正面碰撞仿真,分析了前部吸能结构参数和重心高度对X、Y和Z三向加速度的影响,比较准确地复现了实车100%正面碰撞中的X向和Z向及偏置碰撞中X、Y和Z向加速度。台车试验结果显示,台车碰撞能够同时比较准确地复现实车碰撞中的加速度波形和整车运动动态过程。
In recent years, great economic boom and perfection of highway network promote the rapid development of automobile industry in China. Meanwhile, the terrible accident problem is also brought to the whole society. For different crashes, frontal impact is the crash type that caused most frequently and resulted into most fatality, however the vehicle safety design is based on100%overlap frontal rigidwall impact and40%overlap offset impact. In order to further enhance the protection of occupants in frontal crash, based on the features of frontal crash situations caused by different crash environments, three typical frontal impact situations including the vehicle to rigidwall impact, vehicle to vehicle impact and vehicle to pole impact were studied. The collaborative optimization of vehicle impact safety in three typical situations was performed to meet the safety requirements in three impact situations at the same time.
The main content and innovation of this dissertation are shown as following:
1. In vehicle to rigidwall impact, the acceleration pulse is the key of safety design. Through analyzing the three ideal acceleration pulses and mechanism of energy absorbing of thin-wall structure, an octagonal step by step energy absorbing structure was designed to improve the energy absorption of longitudinal rail and acceleration pulse. The optimal design was obtained through optimization, and was used to improve the frame of SUV in frontal rigidwall impact test. The frame impact test shows that the energy absorption ability of frontal structure and acceleration shape of vehicle body could be improved obviously.
2. The fullengagement and offset frontal vehicle to vehicle impacts are more frequent in different frontal crashes. The mass and stiffness were isolated through changing the FE model of a mid-size sedan, thus three ideal FE models with mass reduction, stiffness increase and both mass reduction and stiffness increase were obtained. The full factorial experimental design method was adopted to analyze the influence of mass and stiffness to the vehicle body deformation and acceleration pulse in the mid-size sedan to SUV, mid-size sedan and small size sedan100%and50%overlap frontal crashes. The result shows that the stiffness increase and mass reduction of passenger vehicle is the main cause to the increase of driver injury risk in100%overlap crash; while in50%overlap crash, the collapse of compartment caused by stiffness difference is the main reason. The stiffness matching of the two vehicles was studied by adjusting the stiffness of longitudinal rail of SUV and compartment strength of passenger car; the result shows that enhancing the compartment strength of passenger car is more important than decreasing the stiffness of longitudinal rail of SUV to improve its intrusion in vehicle to vehicle offset crash.
3. Aiming to higher injury risk of occupant in vehicle to column object crash, the mid-size sedan Taurus was taken as an example to study driver injury risk in vehicle to center pole impact. Through parameterizing the acceleration, it's found that lower acceleration in earlier stage, higher slope of acceleration in rising stage and higer later stage acceleration would cause the increase of driver injury risk. After that, the optimal TTF (time to fire) of airbag was obtained by adjusting TTF. The method of raising the acceleration in earlier stage in center pole crash was proposed to decrease the occupant injury risk, and the bumper beam was strengthened to achieve it.
4. Through changing cross-section and trigging structure of energy absorbing box, the crush box with good energy absorbing abilibty in three impact situations was abtained. Combining the safety design requirements of frontal rigidwall impact,40%overlap offset impact and centerpole impact, by taking the ratio of second stage and first stage acceleration in rigidwall impact, the intrusion of lower A pillar in40%overlap offset impact and acceleration of earlier stage in centerpole impact as design objects, the collaborative optimization strategy, uniform design and simulate anneal arithmetic were adopted to optimize the thickness of frontal main energy absorbing structures of Taurus to obtain the comprehensive design with better crashworthiness in three typical impact situations. The optimal design could improve the acceleration in rigidwall impact, the intrusion in40%overlap offset crash and the earlier stage acceleration in center pole crash at the same time.
5. Owing to the traditional sled impact test could regenerate the X acceleration of vehicle body in frontal impact test, but could not simulate the Y and Z acceleration. One new impact sled with passenger car body was designed to simulate the real vehicle to rigidwall impact and40%overlap offset impact test through changing the wheelbase, tire tread, height of center of gravity and parameters of frontal energy absorbing structure. Through the sled frontal impact simulation, the influence of parameters of frontal energy absorbing structure and height of CG to X, Y and Z acceleration; and X, Y and Z acceleration of real vehicle in frontal impact offset were regenerated more accurately by sled impact. Sled frontal impact test result shows that this sled can reproduce both acceleration and the kinematics of vehicle precisely at the same time.
本文主要研究内容和创新点如下：
1、汽车正面刚性壁障碰撞中,加速度波形是安全性设计的重点。通过分析正面碰撞中三种理想加速度波形和薄壁梁结构吸能机理,设计了一种正八边形逐级吸能结构来改善纵梁碰撞吸能特性和加速度波形。对该碰撞吸能结构进行了优化设计,并用于某SUV车架正面碰撞安全性改进。碰撞试验结果表明,改进后的SUV结构碰撞加速度波形和前部吸能效果都明显改善。
2、各种类型的汽车与汽车正面碰撞中,纵梁全部参与变形碰撞和单侧纵梁参与变形的偏置碰撞是发生率较高的事故。针对如何降低汽车与汽车碰撞中乘员损伤,通过改变某乘用车有限元模型,将质量和刚度两个参数分离,建立了质量降低、刚度增加、同时降低质量和增加刚度的三种假想车型的有限元模型；采用全因子试验设计进行仿真计算,分析了质量和刚度对汽车与汽车100%和50%重叠碰撞中车体变形和加速度特性的影响。指出100%重叠碰撞中,乘用车结构刚度增加或质量降低产生的加速度峰值增加是导致车内驾驶员损伤风险增加的主要原因；而在50%重叠碰撞中,两车刚度差异造成的乘员舱侵入量增加是主要原因。通过调整SUV纵梁刚度和乘用车乘员舱强度,进行了两车50%偏置碰撞的刚度匹配研究,发现增强乘用车乘员舱强度对降低其与SUV偏置碰撞中的侵入量的作用比降低SUV纵梁刚度更显著,有利于偏置碰撞中乘员保护。
3、针对汽车与柱状物碰撞中乘员损伤风险较高,以中型乘用车Taurus为目标进行中心柱碰撞中驾驶员损伤研究。并通过加速度波形参数化研究得出柱碰撞中过低的前期加速度、较高的加速度上升阶段斜率、较高的后期加速度会造成驾驶员损伤风险升高。通过调整气囊起爆时间,研究了柱碰撞中最优气囊起爆时刻。提出了抬高碰撞前期加速度来降低中心柱碰撞中乘员损伤风险的方案,并通过加强前保险杠横梁结构来实现。
4、通过改变吸能盒截面形状和诱导槽结构,获得了在三种碰撞工况中都具有较好吸能特性的吸能盒结构。结合正面固定刚性壁碰撞、40%偏置碰撞和中心柱碰撞三种碰撞工况安全性设计要求,以固定刚性壁碰撞中第二台阶加速度与第一台阶加速度比值、40%偏置碰撞中驾驶员侧门立柱中部侵入量和柱碰撞中前期加速度为目标,提出了采用协同优化策略、均匀试验设计和模拟退火算法对汽车前部主要吸能结构厚度优化来获得在三种典型碰撞工况中耐撞性都较好的结构设计方案。优化结果同时改善了固定刚性壁碰撞中加速度曲线波形、40%偏置碰撞中侵入量和柱碰撞中前期加速度。
5、针对一般台车碰撞试验只能复现车体X向加速度特性,不能复现Y向和Z向加速度的问题,开发了一款带有乘用车车身的新型正面碰撞台车,通过调整台车轴距、轮距、重心高度和吸能结构参数,来模拟实车正面刚性壁碰撞试验和偏置碰撞试验。通过台车正面碰撞仿真,分析了前部吸能结构参数和重心高度对X、Y和Z三向加速度的影响,比较准确地复现了实车100%正面碰撞中的X向和Z向及偏置碰撞中X、Y和Z向加速度。台车试验结果显示,台车碰撞能够同时比较准确地复现实车碰撞中的加速度波形和整车运动动态过程。
In recent years, great economic boom and perfection of highway network promote the rapid development of automobile industry in China. Meanwhile, the terrible accident problem is also brought to the whole society. For different crashes, frontal impact is the crash type that caused most frequently and resulted into most fatality, however the vehicle safety design is based on100%overlap frontal rigidwall impact and40%overlap offset impact. In order to further enhance the protection of occupants in frontal crash, based on the features of frontal crash situations caused by different crash environments, three typical frontal impact situations including the vehicle to rigidwall impact, vehicle to vehicle impact and vehicle to pole impact were studied. The collaborative optimization of vehicle impact safety in three typical situations was performed to meet the safety requirements in three impact situations at the same time.
The main content and innovation of this dissertation are shown as following:
1. In vehicle to rigidwall impact, the acceleration pulse is the key of safety design. Through analyzing the three ideal acceleration pulses and mechanism of energy absorbing of thin-wall structure, an octagonal step by step energy absorbing structure was designed to improve the energy absorption of longitudinal rail and acceleration pulse. The optimal design was obtained through optimization, and was used to improve the frame of SUV in frontal rigidwall impact test. The frame impact test shows that the energy absorption ability of frontal structure and acceleration shape of vehicle body could be improved obviously.
2. The fullengagement and offset frontal vehicle to vehicle impacts are more frequent in different frontal crashes. The mass and stiffness were isolated through changing the FE model of a mid-size sedan, thus three ideal FE models with mass reduction, stiffness increase and both mass reduction and stiffness increase were obtained. The full factorial experimental design method was adopted to analyze the influence of mass and stiffness to the vehicle body deformation and acceleration pulse in the mid-size sedan to SUV, mid-size sedan and small size sedan100%and50%overlap frontal crashes. The result shows that the stiffness increase and mass reduction of passenger vehicle is the main cause to the increase of driver injury risk in100%overlap crash; while in50%overlap crash, the collapse of compartment caused by stiffness difference is the main reason. The stiffness matching of the two vehicles was studied by adjusting the stiffness of longitudinal rail of SUV and compartment strength of passenger car; the result shows that enhancing the compartment strength of passenger car is more important than decreasing the stiffness of longitudinal rail of SUV to improve its intrusion in vehicle to vehicle offset crash.
3. Aiming to higher injury risk of occupant in vehicle to column object crash, the mid-size sedan Taurus was taken as an example to study driver injury risk in vehicle to center pole impact. Through parameterizing the acceleration, it's found that lower acceleration in earlier stage, higher slope of acceleration in rising stage and higer later stage acceleration would cause the increase of driver injury risk. After that, the optimal TTF (time to fire) of airbag was obtained by adjusting TTF. The method of raising the acceleration in earlier stage in center pole crash was proposed to decrease the occupant injury risk, and the bumper beam was strengthened to achieve it.
4. Through changing cross-section and trigging structure of energy absorbing box, the crush box with good energy absorbing abilibty in three impact situations was abtained. Combining the safety design requirements of frontal rigidwall impact,40%overlap offset impact and centerpole impact, by taking the ratio of second stage and first stage acceleration in rigidwall impact, the intrusion of lower A pillar in40%overlap offset impact and acceleration of earlier stage in centerpole impact as design objects, the collaborative optimization strategy, uniform design and simulate anneal arithmetic were adopted to optimize the thickness of frontal main energy absorbing structures of Taurus to obtain the comprehensive design with better crashworthiness in three typical impact situations. The optimal design could improve the acceleration in rigidwall impact, the intrusion in40%overlap offset crash and the earlier stage acceleration in center pole crash at the same time.
5. Owing to the traditional sled impact test could regenerate the X acceleration of vehicle body in frontal impact test, but could not simulate the Y and Z acceleration. One new impact sled with passenger car body was designed to simulate the real vehicle to rigidwall impact and40%overlap offset impact test through changing the wheelbase, tire tread, height of center of gravity and parameters of frontal energy absorbing structure. Through the sled frontal impact simulation, the influence of parameters of frontal energy absorbing structure and height of CG to X, Y and Z acceleration; and X, Y and Z acceleration of real vehicle in frontal impact offset were regenerated more accurately by sled impact. Sled frontal impact test result shows that this sled can reproduce both acceleration and the kinematics of vehicle precisely at the same time.
引文
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