轿车追尾碰撞结构安全性及乘员损伤防护研究
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摘要
追尾碰撞作为主要交通事故形态之一,其发生率仅次于正面碰撞和侧面碰撞。而在全国高速公路事故中,追尾碰撞事故所占比例一直位居首位。由于追尾碰撞容易导致乘员发生包括颈部损伤在内的各种损伤,且在碰撞过程中和碰撞后极易发生燃油泄漏从而造成的火灾,造成重大伤亡事故和财产损失。因此,如何降低追尾碰撞中燃油泄漏风险和乘员损伤成了车辆安全领域一个亟待解决的问题。
针对轿车追尾碰撞中燃油系统的稳定性和车身后部结构耐撞性研究,本文首先建立并验证了某款轿车的整车有限元模型,按照北美联邦机动车安全法规新FMVSS 301要求,建立追尾碰撞仿真模型并对其有效性进行验证。采用正交试验设计方法和综合平衡法,以油箱的最大有效塑性应变值为主要评价指标,后纵梁和后保险杠的总吸能量和油箱周围主要结构的变形为辅助评价指标,对后纵梁及后保险杠的厚度和材料参数进行优化。
针对追尾碰撞中乘员损伤防护的问题,本文重点研究了座椅参数对驾驶员损伤的影响。应用MADYMO软件,建立并验证了一个追尾碰撞多刚体仿真模型,利用该模型进行仿真试验,研究座椅的参数,如头枕与头部的位置(包括水平距离和竖直距离)、靠背倾角、座垫倾角和靠背刚度等对驾驶员损伤的影响。
本论文仿真分析研究工作可得到如下主要结果和结论：
整车有限元追尾碰撞模型的分析结果表明,通过对后保险杠和后纵梁厚度和材料的优化,油箱的最大有效塑性应变值降低了50.07%。有效地降低了燃油泄漏的风险性,增强了轿车追尾碰撞的耐撞性,为今后开展轿车高速追尾碰撞结构安全性研究提供了可借鉴的方法。
多刚体动力学座椅-假人模型仿真分析结果显示,在高速追尾碰撞中,头枕与头部的竖直距离在一定高度范围内,计算得到的驾驶员的损伤参数值没有显著的变化。当头枕与头部的竖直距离达到一定高度后,会显著增加驾驶员的头部和颈部损伤几率。过大或过小的座垫倾角会增加颈部损伤的风险。
Passenger car rear-end crash is one of the major categories of the urban road traffic accidents, the incidence is ranking after the front and side impact categories. This type of accidents ranked first of all accidents on national freeways. The neck injury is one of the typical injuries occurred frequently in rear-end impact. Moreover, the fires resulting from fuel spillage are likely to happen in this type of accidents, which can lead to additional property losses and casualties. So how to prevent fuel spillage risk and injuries from rear impacts becomes an increasing problem in the filed of vehicle safety.
In order to study on vehicle crashworthiness and the integrity of fuel systems of vehicle in rear-end impact, a finite element model of car was adapted. Then, according to the new FMVSS 301 requirement, an FE model of passenger car was built and validated with available experiment data to make an analysis of the rear impact. Furthermore, the rear bumper and rail structure were optimized by using orthogonal experimental design (OED) and comprehensive equilibrium methods. The effects of 4 parameters of thickness and type of material of rear rail and rear bumper on integrity of fuel system of the car were considered as main design parameters. The main objective of optimization was the maximum effective strain of fuel tank. The secondary objectives were the energy-absorbing capability of rear rail and rear bumper and the deformation of tank structure around.
In order to study on the risk of passenger injuries in rear-end impacts, a multi-body model of rear-end impact were developed and validated. The model was used to investigate the influence of driver seat on driver injuries in terms of design parameters, such as distance between head and head-restrain, obliquity of seat back, seat cushion, and stiffness of seat back.
According to simulation results, the following conclusions were made.
The simulation results of rear impact analysis model showed that the maximum effective strain of fuel tank was reduced by 50.7% after optimization of the design parameters of rear bumper and rear rail. The approach of mathematical models combined with optimization procedures is very useful in the design of car body structure, considering the improvement of passenger car crashworthiness.
Simulation results of multi-body model showed that when the vertical distance between head and headrest within a certain range, there was no marked change on driver injury parameters, once the distance beyond the boundary, the risk of head and neck injuries of driver increased distinctly. Either raising or lower of obliquity of cushion will increase the risk of neck injuries.
针对轿车追尾碰撞中燃油系统的稳定性和车身后部结构耐撞性研究,本文首先建立并验证了某款轿车的整车有限元模型,按照北美联邦机动车安全法规新FMVSS 301要求,建立追尾碰撞仿真模型并对其有效性进行验证。采用正交试验设计方法和综合平衡法,以油箱的最大有效塑性应变值为主要评价指标,后纵梁和后保险杠的总吸能量和油箱周围主要结构的变形为辅助评价指标,对后纵梁及后保险杠的厚度和材料参数进行优化。
针对追尾碰撞中乘员损伤防护的问题,本文重点研究了座椅参数对驾驶员损伤的影响。应用MADYMO软件,建立并验证了一个追尾碰撞多刚体仿真模型,利用该模型进行仿真试验,研究座椅的参数,如头枕与头部的位置(包括水平距离和竖直距离)、靠背倾角、座垫倾角和靠背刚度等对驾驶员损伤的影响。
本论文仿真分析研究工作可得到如下主要结果和结论：
整车有限元追尾碰撞模型的分析结果表明,通过对后保险杠和后纵梁厚度和材料的优化,油箱的最大有效塑性应变值降低了50.07%。有效地降低了燃油泄漏的风险性,增强了轿车追尾碰撞的耐撞性,为今后开展轿车高速追尾碰撞结构安全性研究提供了可借鉴的方法。
多刚体动力学座椅-假人模型仿真分析结果显示,在高速追尾碰撞中,头枕与头部的竖直距离在一定高度范围内,计算得到的驾驶员的损伤参数值没有显著的变化。当头枕与头部的竖直距离达到一定高度后,会显著增加驾驶员的头部和颈部损伤几率。过大或过小的座垫倾角会增加颈部损伤的风险。
Passenger car rear-end crash is one of the major categories of the urban road traffic accidents, the incidence is ranking after the front and side impact categories. This type of accidents ranked first of all accidents on national freeways. The neck injury is one of the typical injuries occurred frequently in rear-end impact. Moreover, the fires resulting from fuel spillage are likely to happen in this type of accidents, which can lead to additional property losses and casualties. So how to prevent fuel spillage risk and injuries from rear impacts becomes an increasing problem in the filed of vehicle safety.
In order to study on vehicle crashworthiness and the integrity of fuel systems of vehicle in rear-end impact, a finite element model of car was adapted. Then, according to the new FMVSS 301 requirement, an FE model of passenger car was built and validated with available experiment data to make an analysis of the rear impact. Furthermore, the rear bumper and rail structure were optimized by using orthogonal experimental design (OED) and comprehensive equilibrium methods. The effects of 4 parameters of thickness and type of material of rear rail and rear bumper on integrity of fuel system of the car were considered as main design parameters. The main objective of optimization was the maximum effective strain of fuel tank. The secondary objectives were the energy-absorbing capability of rear rail and rear bumper and the deformation of tank structure around.
In order to study on the risk of passenger injuries in rear-end impacts, a multi-body model of rear-end impact were developed and validated. The model was used to investigate the influence of driver seat on driver injuries in terms of design parameters, such as distance between head and head-restrain, obliquity of seat back, seat cushion, and stiffness of seat back.
According to simulation results, the following conclusions were made.
The simulation results of rear impact analysis model showed that the maximum effective strain of fuel tank was reduced by 50.7% after optimization of the design parameters of rear bumper and rear rail. The approach of mathematical models combined with optimization procedures is very useful in the design of car body structure, considering the improvement of passenger car crashworthiness.
Simulation results of multi-body model showed that when the vertical distance between head and headrest within a certain range, there was no marked change on driver injury parameters, once the distance beyond the boundary, the risk of head and neck injuries of driver increased distinctly. Either raising or lower of obliquity of cushion will increase the risk of neck injuries.
引文
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[2]Severy D M, M.J, Bechtol CO. Controlled Automobile Rear-End Collision an Investigation of Related Engineering and Medical Phenomena. Can Serv Med J, 1955,9(11):284-301
[3]Shrawan Kumar, Robert Ferrari, Ybgesh Narayan. Kinematic and electromyogr-aphic response to whiplash loading in low-vlocity whiplash impacts-a review. Clinical Biomechanics,2005,20(4):343-356
[4]Macnab I. Acceleration injuries of the cervical spine. The journal of Bone, Joint Surgery AM,1964,46(8):1797-1799
[5]Macnab I. Whiplash injuries of the neck. Manitoba Med ReV,1966,46:172-174
[6]Mertz H, Patrick LM. Investigation of the Kinematics and Kinetics of Whiplash. In:11th Stapp Car Crash Conference. Anaheim, CA,1967
[7]Mertz H, Patrick LM. Strength and Response of the Human Neck. In:15th Stapp Car Crash Conference. Coronado, CA,1971
[8]Aldman B. An analytical approach to the impact biomenchanics of head and neck. In:30th Annual A A AM Conf. Motreal,1986,439-454
[9]Svensson MY, Aldman B, Hansson HA, et al. Pressure effects in the spinal canal during whiplash extension motion:a possible cause of injury to the cervical spinal ganglia. In:Proceedings of International Conference On the Biome-chanics of Impact. Netherlands,1993,189-200
[10]Bostrom O, et al. A new neck injury criterion candidate based on jnjury findings in the cervical spinal ganglia after experimental neck extension trauma. In: International Research Council on the Biomenchanics of Impact. Dublin,1996. 123-126
[11]Penning L. Acceleration injury of the cervical spine by hypertranslation of the head. Europe Spine J,1992,1(1):13-19
[12]Yang KH, Begeman PC. A proposed role for facet joints in neck pain in low to moderate speed rear end impacts part Ⅰ:biomechanics. In:6th Injury Prevention Through Biomechanics Symposium. Michigan,1996,59-63
[13]Ono K, Kaneoka K, Wittek A, et al. Cervical Injury mechanism based on the analysis of human cervical verlebral motion and head-neck-torso kinematics during low speed rear impacts. In:Proceedings of the 41st STAPP car crash conference. Florida,1997,339-356
[14]Panjabi MM, Cholewicki, Jacek, et al. Simulation of whiplash trauma using whole cervical spine specimens. Europe Spine,1998,23(1):17-24
[15]Wblfran Hell, Klaus Langwieder. Biomechanics of Cervical Spine Injuries in Rear End Car Impact, Influence of Car Seats and Possible Evaluation Criteria. Traffic Injury Prevention,2002,3(2):127-140
[16]Severy DM, M J. Automobile Barrier and Rear-End Collision Performance. In: SAE Summer Meeting,1958. paper 62C
[17]Severy DM, Brink HM, Baird JD. Preliminary Findings of Head Support Designs. SAE paper, No.670921
[18]Severy DM, Brink HM, Baird JD. Backrest and Head Restraint Design for Rear-End Collision Protection. SAE paper, No.680079
[19]Severy DM, Brink HM, Baird JD. Vehicle Design for Passenger Protection from High-Speed Rear-End Collisions. SAE paper, No,680074
[20]Ruedmann AD Jr. Automobile safety device-headrest to prevent whiplash injury. Journal of the American Medical Association,1969,164(17):1889
[21]Clemens HJ, B K. Experimental Investigation on Injury Mechanism of Cervical Spine at Frontal and Rear-Frontal Vehicle Impacts. In:16th Stapp Car Crash Conference. Detroit, M I,1972
[22]Hell W, Langwieder K. Consequences for seat design due to rear end accident analysis, sled tests and possible test criteria for reducing cervical spine injuries after rear-end collision. In:Proceedings of the 1999 International Research Council on the Biomechanics of Impact (IRCOBI). Sitges,1999,243-259
[23]Melvin JW, McElhaney JH. Occupant protection in rear-end collisions. SAE Journal of Automotive Engineering,1972,80(2):72
[24]William R. S. Fan, Edward Jettner. Light Vehicle Occupant Protection-Top and Rear Structures and Interiors. SAE paper, No.820244
[25]Parkin S, Mackay GM, Hassan AM, et al. Rear end collisions and seat performance to yield or not to yield. In:Proceedings of the 39th Annual AAAM Conference, Chicago,1995,231-244
[26]Prasad P, Kim A, Weerappuli DPV. Biofidelity of anthropomorphic test devices for rear impact. In:Proceedings of 2004 SAE Wbrld Congress. Detroit,1997, 387-415
[27]Voo LM, Merkle A, Wright J, et al. Effect of head-restraint rigidity on whiplash injury risk. In:Proceedings of 2004 SAE World Congress. Detroit,2004,1-7
[28]Kleinberger M, Voo L, Merkle A, et al. The role of seatback and head restraint design parameters on rear impact occupant dynamics. In:Proceedings of 18th International Technical Conference on the Enhanced Safety of Vehicles. Nagoya, Japan,2003,1-15
[29]Siegmund GP, Heinrichs BE, Chimich DD, et al. The effect of collision pulse properties on seven proposed whiplash injury criteria. Accident Analysis and Prevention,2005,37(2):275-285
[30]林逸,郭九大,王望予.汽车被动安全性研究综述.汽车工程,1998,20(1)：1-9
[31]中国汽车技术研究中心编.《汽车座椅头枕性能要求和试验方法》(GB11550-1995).天津,1994,297-299
[32]ECE Regulation NO.25:Uniform Provisions Concerning the Approval of head Restraints (Headrests) whether or not Incorporated in Vehicle Seats. Versionl: 8-11
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