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Article(id=1200070545443221688, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070538661031941, articleNumber=null, orderNo=null, doi=10.20104/j.cnki.1674-6546.20230157, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=null, receivedDateStr=null, revisedDate=1682611200000, revisedDateStr=2023-04-28, acceptedDate=null, acceptedDateStr=null, onlineDate=1764048714265, onlineDateStr=2025-11-25, pubDate=1713110400000, pubDateStr=2024-04-15, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1764048714265, onlineIssueDateStr=2025-11-25, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1764048714265, creator=13701087609, updateTime=1764048714265, updator=13701087609, issue=Issue{id=1200070538661031941, tenantId=1146029695717560320, journalId=1189918454225211397, year='2024', volume='', issue='4', pageStart='1', pageEnd='48', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1764048712649, creator=13701087609, updateTime=1764049231629, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1200072715479642977, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070538661031941, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1200072715479642978, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070538661031941, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=1, endPage=7, ext={EN=ArticleExt(id=1200070545757794509, articleId=1200070545443221688, tenantId=1146029695717560320, journalId=1189918454225211397, language=EN, title=Research of Frontal Collision BSAW Parameters on Chest Injury, columnId=1200066399931564301, journalTitle=Automotive Engineer, columnName=Special Topic on Passive Safety Technology, runingTitle=null, highlight=null, articleAbstract=

In order to investigate the effect of frontal collision deceleration waveform parameters on dummy chest injury, the method of equating the deceleration waveform to a Bi-Slope Approximation Wave (BSAW) was used to complete the frontal collision simulation using MADYMO. The results show that the dummy damage corresponding to the bilinear deceleration waveform curve with a larger slope in the first stage and a higher peak at the end is smaller under the condition that the vehicle speed and deformation are guaranteed to be constant; the influence of BSAW parameters on the chest deceleration peak along the X-direction is from the first stage peak, the second stage peak, and the first stage peak moment in decreasing order under the condition that speed change remains unchanged.

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为了探究正面碰撞减速度波形参数对假人胸部损伤的影响，采用将减速度波形等效为双线性近似等效波形（BSAW）的方法，利用MADYMO完成正面碰撞仿真。结果表明，在保证车体速度和变形量不变，BSAW曲线在第一阶段斜率较大、末尾峰值较高时所对应的假人损伤较小；在仅保证速度变化相同的情况下，BSAW参数对于胸部X向减速度峰值的影响显著性由大到小依次为一阶段峰值、二阶段峰值、一阶段峰值时刻。

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序号 t1/ms b/m·s-2 td/ms c/m·s-2 tf/ms
1 9.0 -87.74 83.5 -321.8 99.89
2 16.3 -123.7 84.0 -309.1 101.06
3 21.6 -149.6 84.5 -296.6 102.28
4 25.5 -169.3 85.0 -284.4 103.55
5 28.6 -184.9 85.5 -272.5 104.86
6 31.1 -197.4 86.0 -260.9 106.21
7 33.1 -207.9 86.5 -249.7 107.62
8 34.8 -216.7 87.0 -238.8 109.09
9 36.3 -224.2 87.5 -228.2 110.61
10 37.5 -230.7 88.0 -218.0 112.20
11 38.6 -236.4 88.5 -208.0 113.85
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11组等效波参数取值情况

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序号 t1/ms b/m·s-2 td/ms c/m·s-2 tf/ms
1 9.0 -87.74 83.5 -321.8 99.89
2 16.3 -123.7 84.0 -309.1 101.06
3 21.6 -149.6 84.5 -296.6 102.28
4 25.5 -169.3 85.0 -284.4 103.55
5 28.6 -184.9 85.5 -272.5 104.86
6 31.1 -197.4 86.0 -260.9 106.21
7 33.1 -207.9 86.5 -249.7 107.62
8 34.8 -216.7 87.0 -238.8 109.09
9 36.3 -224.2 87.5 -228.2 110.61
10 37.5 -230.7 88.0 -218.0 112.20
11 38.6 -236.4 88.5 -208.0 113.85
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水平 因素
一阶段峰减速度值时刻/ms 一阶段减速度峰值/m·s-2 二阶段减速度峰值/m·s-2
1 28.18 -157.917 3 -199.733 4
2 33.18 -207.917 3 -249.733 4
3 38.18 -257.917 3 -299.733 4
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正交试验取值情况

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水平 因素
一阶段峰减速度值时刻/ms 一阶段减速度峰值/m·s-2 二阶段减速度峰值/m·s-2
1 28.18 -157.917 3 -199.733 4
2 33.18 -207.917 3 -249.733 4
3 38.18 -257.917 3 -299.733 4
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试验
序号		 因素 空白列 胸部X向减速度峰值/m·s-2
一阶段
峰值时刻		 一阶段
峰值		 二阶段
峰值
试验1 1 1 1 1 -349.39
试验2 1 2 2 2 -407.13
试验3 1 3 3 3 -444.09
试验4 2 1 2 3 -359.36
试验5 2 2 3 1 -413.14
试验6 2 3 1 2 -422.97
试验7 3 1 3 2 -367.75
试验8 3 2 1 3 -386.14
试验9 3 3 2 1 -426.24
K1 -1 200.63 -1 076.51 -1 158.51 -1 188.79
K2 -1 195.48 -1 206.43 -1 192.74 -1 197.86
K3 -1 180.14 -1 293.31 -1 225.00 -1 189.60
$\overline{{K}_{1}}$ -400.21 -358.83 -386.17 -396.26
$\overline{{K}_{2}}$ -398.49 -402.14 -397.58 -399.28
$\overline{{K}_{3}}$ -393.38 -431.10 -408.33 -396.53
R 6.83 72.26 22.16 3.02
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极差分析结果

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试验
序号		 因素 空白列 胸部X向减速度峰值/m·s-2
一阶段
峰值时刻		 一阶段
峰值		 二阶段
峰值
试验1 1 1 1 1 -349.39
试验2 1 2 2 2 -407.13
试验3 1 3 3 3 -444.09
试验4 2 1 2 3 -359.36
试验5 2 2 3 1 -413.14
试验6 2 3 1 2 -422.97
试验7 3 1 3 2 -367.75
试验8 3 2 1 3 -386.14
试验9 3 3 2 1 -426.24
K1 -1 200.63 -1 076.51 -1 158.51 -1 188.79
K2 -1 195.48 -1 206.43 -1 192.74 -1 197.86
K3 -1 180.14 -1 293.31 -1 225.00 -1 189.60
$\overline{{K}_{1}}$ -400.21 -358.83 -386.17 -396.26
$\overline{{K}_{2}}$ -398.49 -402.14 -397.58 -399.28
$\overline{{K}_{3}}$ -393.38 -431.10 -408.33 -396.53
R 6.83 72.26 22.16 3.02
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方差
来源		 离差
平方和		 自由度 均方 F值 P值 显著性
一阶段峰值时刻 75.75 2 37.87 4.51 0.181 4
一阶段
峰值		 7 936.97 2 3 968.48 472.66 0.002 1 显著
二阶段
峰值		 736.90 2 368.45 43.88 0.022 2 显著
误差 16.79 2 8.39
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方差分析结果

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方差
来源		 离差
平方和		 自由度 均方 F值 P值 显著性
一阶段峰值时刻 75.75 2 37.87 4.51 0.181 4
一阶段
峰值		 7 936.97 2 3 968.48 472.66 0.002 1 显著
二阶段
峰值		 736.90 2 368.45 43.88 0.022 2 显著
误差 16.79 2 8.39
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正面碰撞双线性近似等效波形参数对胸部损伤的影响研究
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袁庆磊 , 马磊 , 邹魁
汽车工程师 | 被动安全技术专题 2024,(4): 1-7
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汽车工程师 | 被动安全技术专题 2024, (4): 1-7
正面碰撞双线性近似等效波形参数对胸部损伤的影响研究
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袁庆磊, 马磊, 邹魁
作者信息
  • 沈阳化工大学， 沈阳 110142
Research of Frontal Collision BSAW Parameters on Chest Injury
Qinglei Yuan, Lei Ma, Kui Zou
Affiliations
  • Shenyang University of Chemical Technology, Shenyang 110142
出版时间: 2024-04-15 doi: 10.20104/j.cnki.1674-6546.20230157
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摘要
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为了探究正面碰撞减速度波形参数对假人胸部损伤的影响，采用将减速度波形等效为双线性近似等效波形（BSAW）的方法，利用MADYMO完成正面碰撞仿真。结果表明，在保证车体速度和变形量不变，BSAW曲线在第一阶段斜率较大、末尾峰值较高时所对应的假人损伤较小；在仅保证速度变化相同的情况下，BSAW参数对于胸部X向减速度峰值的影响显著性由大到小依次为一阶段峰值、二阶段峰值、一阶段峰值时刻。

正面碰撞  /  等效波形  /  双线性近似等效波形  /  胸部损伤

In order to investigate the effect of frontal collision deceleration waveform parameters on dummy chest injury, the method of equating the deceleration waveform to a Bi-Slope Approximation Wave (BSAW) was used to complete the frontal collision simulation using MADYMO. The results show that the dummy damage corresponding to the bilinear deceleration waveform curve with a larger slope in the first stage and a higher peak at the end is smaller under the condition that the vehicle speed and deformation are guaranteed to be constant; the influence of BSAW parameters on the chest deceleration peak along the X-direction is from the first stage peak, the second stage peak, and the first stage peak moment in decreasing order under the condition that speed change remains unchanged.

Frontal collision  /  Equivalent waveforms  /  Bi-Slope Approximation Wave (BSAW)  /  Chest injury
袁庆磊, 马磊, 邹魁. 正面碰撞双线性近似等效波形参数对胸部损伤的影响研究. 汽车工程师, 2024 , (4) : 1 -7 . DOI: 10.20104/j.cnki.1674-6546.20230157
Qinglei Yuan, Lei Ma, Kui Zou. Research of Frontal Collision BSAW Parameters on Chest Injury[J]. Automotive Engineer, 2024 , (4) : 1 -7 . DOI: 10.20104/j.cnki.1674-6546.20230157
正文
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1 前言
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正面碰撞减速度波形作为汽车正面碰撞试验中最重要的数据信息，不仅可以描述汽车碰撞过程中车体减速度随时间的变化情况，还可作为发生碰撞时车体结构性能和人体损伤程度的重要评价指标[1]。
车体减速度波形振荡相对复杂，无法与车体结构压缩变形、人体损伤建立直接联系[2]。为了进一步研究碰撞波形参数对乘员损伤的影响，一般采用简化的等效波形进行替代。田晟[3]详细推导了等效方波、尖端等效方波的正面碰撞胸-车耦合动力学方程。随着现代仿真技术的发展，依靠现有数字化软件的计算性能，利用MADYMO多体动力学软件可以建立更加真实准确的碰撞车体-假人模型，直接导入减速等效波形即可更加精确地计算碰撞过程中的人体响应。朱海涛等[4]针对等效波形中减速阶段的关键参数进行正交试验，并通过极差分析获得等效波形参数对假人损伤的影响程度。吴长风等[5]对比不同峰形的尖顶等效方波（Tipped Equivalent Square Wave，TESW）对乘员损伤的影响情况，选取下降型TESW进一步研究其减速回弹时刻对乘员加权损伤指标的影响规律。卢静等[6]以等效双梯形波（Equivalent Double-Trapezoid Wave，EDTW）的一阶和二阶加速度峰值及位移为设计变量，以乘员胸部压缩量为损伤指标，研究了不同波形参数变化对乘员损伤的影响规律。郭庆祥等[7]采用乘员载荷准则来简化车辆B柱加速度波形，分析了加速度波形与乘员损伤的关联性趋势。上述研究为等效波形参数与乘员损伤之间的关联性研究提供了大量参考依据。
双线性近似等效波形（Bi-Slope Approximation Wave，BSAW）是同时满足与原始车体减速度波形实现的车体速度变化情况和压溃变形量相同的简化等效波形。在基本碰撞运动学的表征中，BSAW表现优秀[8]，在100%重叠的正面碰撞中具有良好的重建精度，并且与原始波形对应的损伤情况十分接近。故本文采用BSAW作为简化等效波形，研究其参数变化对乘员损伤的影响，通过调节碰撞波形进一步校核车体结构布置所对应的波形参数的合理性，并探讨等效波形参数与乘员响应的相关性。
2 减速度波形等效
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简化的等效拟合波形在保证某些碰撞减速度波形关键参数不变的基础上，能极大地简化碰撞减速度与时间的关系，同时最大限度地维护实际车体减速度对应的响应参数，如减速及回弹速度变化、最大压溃变形量、减速及压溃变形阶段时间、形心时刻等。某车体100%正面碰撞试验实际碰撞减速度时域波形如图1a所示，将其对时间t进行一次和二次积分求解，可分别求得速度变化和位移（车身变形量）变化情况如图1b、图1c所示。在图1c中，过原点位置作位移曲线的切线，过位移曲线最大值点向纵坐标轴作垂线，该垂线与切线交点的横坐标即为形心tc。
BSAW是0时刻减速度为0的双线性波，如图2所示，波形主要包括2个阶段。在第一阶段，减速度从0时刻开始递减，沿恒定斜率变化，直到t1时刻减速度为b，随后沿另一恒定斜率变化至td时刻（速度为0时刻，即车体开始反弹时刻），减速度为c，完成车体减速压溃变形。减速变形阶段需要定义2条线段，共3个未知数，同时满足td处速度变化和压溃变形相同以及形心时刻（tc处）变形量相同这3个边界条件，约束方程为：
$v_0-v_{t \mathrm{d}}=\int_0^{t_1} \frac{b}{t_1} t \mathrm{~d} t+\int_{t_1}^{t_{\mathrm{d}}}\left(\frac{c-b}{t_{\mathrm{d}}-t_1}\left(t-t_1\right)+b\right) \mathrm{d} t$
$l_{t \mathrm{c}}=\int_0^{t_1} \int_0^{t_1} \frac{b}{t_1} t \mathrm{~d} t \mathrm{~d} t+\int_{t_1}^{t_{\mathrm{c}}} \int_{t_1}^{t_{\mathrm{c}}}\left(\frac{c-b}{t_{\mathrm{d}}-t_1}\left(t-t_1\right)+b\right) \mathrm{d} t \mathrm{~d} t$
$l_{t \mathrm{d}}=\int_0^{t_1} \int_0^{t_1} \frac{b}{t_1} t \mathrm{~d} t \mathrm{~d} t+\int_{t_1}^{t_{\mathrm{d}}} \int_{t_1}^{t_{\mathrm{d}}}\left(\frac{c-b}{t_{\mathrm{d}}-t_1}\left(t-t_1\right)+b\right) \mathrm{d} t \mathrm{~d} t$
式中：v0为初始速度，vtd=0为td时刻的速度，ltc、ltd分别为形心时刻及完成减速时刻对应的位移。
在第二阶段，为了进行回弹速度的近似，用线段CD表示减速度曲线的回弹部分，设tf为反弹速度最大时刻，约束方程为：
${{v}_{t\text{f}}}=-\int_{{{t}_{\text{d}}}}^{{{t}_{\text{f}}}}{\frac{c}{{{t}_{\text{f}}}-{{t}_{\text{d}}}}}\text{d}t$
式中：vtf为最大反弹速度。
求解式（1）~式（4）可得BSAW波形关键点坐标依次为A(0,0)、B(0.033 182 53 s,-207.917 294 7 m/s2)、C(0.086 5 s,-249.733 416 1 m/s2)、D(0.107 629 251 s,0)。
3 BSAW损伤验证
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为了验证等效波形的等效效果，采用已经验证的MADYMO假人-车体模型进行BSAW损伤验证，如图3所示。约束系统模型的各参数，包括预紧器预紧特性、安全带延伸率、座椅接触刚度、安全气囊气体发生器特性以及转向柱的压溃特性、膝垫刚度等均对标实车。将BSAW导入MADYMO-DS3_Interiors-vehicle acc模型替换实车波形进行仿真，并设定仿真结束时间为等效波形减速度为0的时刻。根据由等效波形和实车波形仿真计算得到的假人各部位损伤情况，绘制正面碰撞过程中前0.12 s头部、胸部X向减速度曲线如图4、图5所示。
从图4中可以看出：基于BSAW获得的头部X向减速度峰值相较于基于原始车体减速度波形形成的头部X向减速度峰值较大，峰值时刻略滞后；使用2种波形时头部X向减速度波形基本形状一致，基于原始车体减速度波形形成的头部X向减速度波形在第0.1~0.2 s出现振荡情况，基于BSAW获得的头部X向减速度波形在相应阶段也出现振荡且二者相当接近。
从图5中可以看出：BSAW对应的胸部X向减速度峰值持续保持较高的精度，峰值时刻略提前；使用2种波形时胸部X向减速度波形形状基本一致。BSAW同时满足与原始车体减速度波形实现的车体速度变化情况和压溃变形量相同的条件，将实车碰撞减速度波形简化为BSAW后可直观地研究其参数对乘员伤害的影响。
4 基于车体变形量不变的BSAW参数研究
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BSAW保证了速度变化情况和压溃变形量与原始车体减速度波形相同，因此，在该约束条件下对其参数进行优化时选择存在限制，但通过改变等效波形速度为0的时刻也可以得到一系列等效波形，研究波形参数对损伤的影响，可为碰撞变形量已确定的波形的进一步优化提供参考。
4.1 参数取值及对应波形图
BSAW包括原点在内的4个坐标中，B点、C点坐标决定减速阶段特性，D点坐标决定回弹效果。为了保证与实车减速度的相似性，试验的前提条件是保证每次碰撞减速过程中速度变化量和压溃变形量与实车减速度波形形成的速度变化量和压溃变形量一致，具体反映到BSAW曲线上是其与减速时间td的一次积分和二次积分不变，减速度为零的时刻tf起到确保反弹速度恒定的作用。减速度回弹阶段峰值点C是车速为零的时刻，将其横坐标td定义为初始值，并作为该试验的自变量，在约束条件下，其他3个参数作为因变量，通过改变td进行取值，td的取值间隔设置为0.5 ms，取值范围为83.5~88.5 ms。将其依次带入式（1）~式（4）完成包括初始波形在内的共11组波形计算，具体参数如表1所示，对应波形图如6所示。
4.2 BSAW仿真结果分析
将上述近似波形数据输入MADYMO模型，修改运行结束时间分别为各自加速度为零的时刻，输出假人各部位损伤情况。
4.2.1 头部损伤
图7所示为11次碰撞仿真得到的头部X向减速度曲线的峰值及对应峰值时刻：第1组对应的头部X向减速度曲线峰值附近波形最为平缓；第1组~第7组波形的头部X向减速度曲线的峰值逐渐增大，到第8组时发生突变减小后继续增大；第8组对应的峰值时刻提前，其余组的峰值时刻几乎保持不变。
4.2.2 胸部损伤
图8所示为11次仿真得到的胸部X向加速度峰值及对应峰值时刻，随着第1组~第11组波形输入的变化，胸部X向加速度峰值增大，对应峰值时刻也随之提前。
图9所示为11次仿真胸部压缩量峰值及对应峰值时刻，随着第1组~第11组波形输入变化，胸部最大压缩量变化不大，但对应峰值时刻逐步提前。
4.2.3 大腿压缩力
图10所示为11次仿真得到的左大腿压缩力曲线峰值及峰值时刻，左、右大腿对等效波形敏感程度几乎相同，随着第1组~第11组波形输入变化，大腿压缩力逐渐大，但仍远小于腿部要求损伤限值。
第1组波形所对应的头部、胸部加速度峰值、胸部压缩量、腿部压缩力峰值均相对较小，相比于其他几组波形，第1组波形存在2个特点：第一阶段减速度波形斜率大，且达到第一阶段峰值时刻的时间均相对较短，因为在碰撞初期，假人未开始向前冲击，而车体在这一阶段快速吸收能量可有效降低假人损伤；第一组波形末尾峰值最大，这一阶段假人已经被约束系统保护，以碰撞最大减速度峰值吸收最后的能量，降低假人严重损伤风险。由于车体变形量保持不变，通过调节参数，对假人输出的各损伤相关参数的影响没有出现较大突变。通过观察BSAW参数与各损伤相关参数的关系，可为压溃变形量已基本确定的车体进行减速波形进一步优化提供参考。
5 基于车体速度不变的BSAW参数研究
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如果不控制车体压溃变形量，很可能导致乘员舱内部侵入量增大，对腿部损伤产生影响。大、小腿损伤得分情况可以表达为与车体侵入量的某种反比关系[9]。研究小腿损伤需要根据实车碰撞情况重新计算并在MADYMO模型中设置防火墙侵入量。垂直于胸部的动态冲击以及作用于胸部的冲击加速度惯性力是导致胸部骨折和人体脏器受伤的重要原因[10-11]。因此，本文保证BSAW对应的车体速度不变，不讨论此时波形参数与腿部损伤的关系，研究波形参数对胸部X向减速度的影响。
5.1 参数取值及对应波形图
以BSAW曲线一阶段减速度峰值时刻、一阶段减速度峰值、二阶段减速度峰值作为设计变量，每个变量设定3个水平，变化幅值分别为第5 ms、50 m/s2、50 m/s2。选择L9(34)正交试验设计表，具体参数如表2所示，将其依次带入式（1）和式（4）进行计算，共完成9组波形计算，对应波形如图11所示。
5.2 MADYMO仿真分析
将上述近似波形数据输入MADYMO模型，修改运行结束时间分别为各自减速度为零的时刻，输出胸部X向减速度波形，9组胸部X向减速度波形的峰值及峰值时刻如图12所示。
由图12可知，随着BSAW参数变化，胸部X向减速度发生变化，峰值和峰值时刻变化显著。减速度峰值与减速度峰值时刻存在一定关系：减速度峰值减小，峰值时刻也会相应滞后；减速度峰值增大，峰值时刻也会相应提前。在这9组波形中，第1组波形得到的胸部减速度峰值最小，为-349.396 m/s2，峰值时刻为第65.5 ms。
5.3 BSAW参数对胸部X向减速度的显著性分析
对9组等效波形的数值仿真属于局部仿真，直接观测得到的各组仿真结果并不能保证获得最佳参数组合，因此，有必要进行极差与方差分析，进行综合评估并验证。
5.3.1 极差分析
根据正交试验设计表的综合可比性，可以采用极差分析法更直观简单地判断因子与响应之间的关系。利用极差分析法分析BSAW 3个参数取值对输出胸部X向减速度的影响程度，确定一阶段峰值时刻、一阶段峰值、二阶段峰值的主次关系以及最佳参数组合。表3所示为以胸部X向减速度峰值为目标的极差分析结果，其中，$\overline{{k}_{1}}$、$\overline{{k}_{2}}$、$\overline{{k}_{3}}$分别为这3个因素各3种水平对应的胸部X向减速度峰值的算术平均值，R为这3个因素的综合平均值的极差。极差较大时，表明该因素在试验设定范围内的数值变化会导致胸部X向减速度峰值发生较大变化。
由表3可知，按照极差R从大到小排列，3个因素对胸部X向减速度峰值的影响水平依次为一阶段峰值、二阶段峰值、一阶段峰值时刻。根据表3中均值$\overline{{k}_{i}}$(i=1,2,3)的结果可得到BSAW最佳参数组合：一阶段峰值为-157.917 3 m/s2，一阶段峰值时刻为第38.18 ms，二阶段峰值为-199.733 4 m/s2。
5.3.2 方差分析
虽然极差分析方法简单明了、计算量小，但其无法明确地区分出因素的不同水平所对应结果间的差异是由因素水平不同还是试验误差原因导致的。因此，选择胸部X向减速度峰值再次进行各列离差平方和计算，自由度设为水平数减1，方差分析结果如表4所示。
由表4可知，一阶段峰值、二阶段峰值的P值小于0.05，各因素对胸部X向减速度峰值显著性的影响由大到小依次为一阶段峰值、二阶段峰值、一阶段峰值时刻。针对胸部X向减速度峰值影响进行的方差分析与极差分析的显著性结果一致。
因BSAW最佳参数组合没有出现在表3中，故再次代入最优水平于MADYMO模型中并进行仿真计算与分析，得到该参数组合情况下的胸部X向减速度峰值时刻和峰值分别为第70 ms、-334.766 2 m/s2。通过观察以上数据可以得出：增加车体减速度波形长度，即延长碰撞过程的时间会造成碰撞车体变形量增大，可有效降低胸部X向减速度峰值。因此，适当延长碰撞减速过程的时间、增加碰撞变形量是提升乘员安全性的有效方法。
6 结束语
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本文选用BSAW作为简化等效波形，研究其参数变化对正面碰撞工况下乘员损伤的影响情况，分别完成基于车体变形量不变和基于车体速度不变的BSAW参数对假人损伤的研究。基于车体变形量不变的BSAW参数研究表明，BSAW第一阶段斜率大，波形末尾峰值较大情况下，人体所受伤害值较小，但在这一约束条件下调节波形对假人损伤影响较小。基于车体速度不变的BSAW参数研究表明，各因素对胸部X向减速度峰值的影响从大到小分别为一阶段峰值、二阶段峰值、一阶段峰值时刻，方差分析与极差分析的显著性结果一致。后续研究可以建立波形参数与结构参数的联系，通过LS-DYNA与MADYMO联合仿真对结构和约束系统开展进一步优化。
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doi: 10.20104/j.cnki.1674-6546.20230157
  • 首发时间：2025-11-25
  • 出版时间：2024-04-15
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  • 修回日期：2023-04-28
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    沈阳化工大学， 沈阳 110142
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