某车体结构正面碰撞建模仿真与方案选择  

Modeling Simulation of Full Frontal Impact and Scheme Choice for Some Vehicle Structure

作　　者：田晟[1] 杨洋[1] 

机构地区：[1]华南理工大学土木与交通学院,广东广州510640

出　　处：《东北大学学报（自然科学版）》2015年第12期1780-1784,共5页Journal of Northeastern University(Natural Science)

基　　金：国家科技支撑计划项目(2011BAG02B02)

摘　　要：为了得出具有较好碰撞潜能的目标车体结构,提出了两个不同的纵梁设计方案,基于有限元理论重点提出了仿真建模中运用比较普遍的对称罚函数法.按照整车变形量、车体减速度、乘员舱侵入量三个评价指标分别评价方案一和方案二,两个方案的整体变形都符合要求;方案二由于设置了诱导槽,在碰撞中吸能盒到纵梁从前至后依次溃缩变形,方案二的减速度曲线更加符合"前高后低"原则及其平均通过力更为平缓;方案二乘员舱侵入量更少.仿真表明设计出的纵梁要有适当的变形引导,纵梁应实现稳定的轴向溃缩模式.因此选择具有更好的碰撞性能的方案二右边车体减速度曲线作为乘员约束系统优化的输入值.In order to design structure of better impact potential for target vehicle,a finite element modeling used symmetry penalty method frequently was put forward to simulate two longitudinal rails schemes. Case 1 and 2 were separately appraised by three indexes including the vehicle deformation,deceleration and the passenger compartment intrusion： overall deformation is in line with the requirements in two cases. But because of induced slots,crumple deformation occurred in sequence from energy absorbing boxes to the longitudinal rails（ from front to rear） during the impact in Case 2. Deceleration curves of Case 2 were also more consistent with principle of ＂the first step is taller and the second is lower＂and the average passing force was more gently and cabin intrusions were less. Simulation results showthat the design of longitudinal rail must have appropriate deformation guide to come true steady axial collapse mode. So the right deceleration curve of Case 2 was selected as the input value of occupant restraint system optimization.

关 键 词：车体结构 纵梁 正面碰撞 仿真 方案选择 

分 类 号：U461.91[机械工程—车辆工程]