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Article(id=1204385396147856142, tenantId=1146029695717560320, journalId=1189621681917173762, issueId=1204385395292218123, articleNumber=null, orderNo=null, doi=10.19620/j.cnki.1000-3703.20220374, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=research-article, receivedDate=null, receivedDateStr=null, revisedDate=1654531200000, revisedDateStr=2022-06-07, acceptedDate=null, acceptedDateStr=null, onlineDate=1765077454840, onlineDateStr=2025-12-07, pubDate=1677168000000, pubDateStr=2023-02-24, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1765077454840, onlineIssueDateStr=2025-12-07, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1765077454840, creator=13701087609, updateTime=1765077454840, updator=13701087609, issue=Issue{id=1204385395292218123, tenantId=1146029695717560320, journalId=1189621681917173762, year='2023', volume='', issue='2', pageStart='1', pageEnd='62', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1765077454636, creator=13701087609, updateTime=1765079042402, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1204392054924223033, tenantId=1146029695717560320, journalId=1189621681917173762, issueId=1204385395292218123, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1204392054924223034, tenantId=1146029695717560320, journalId=1189621681917173762, issueId=1204385395292218123, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=28, endPage=36, ext={EN=ArticleExt(id=1204385396475011857, articleId=1204385396147856142, tenantId=1146029695717560320, journalId=1189621681917173762, language=EN, title=Research on the Far-End Elderly Occupant Injury in Side Impact, columnId=null, journalTitle=Automobile Technology, columnName=null, runingTitle=null, highlight=null, articleAbstract=

In order to explore the kinematic responses and injury mechanisms of far-end elderly occupants under the current Euro-NCAP side impact condition, a sled model was established using the elderly human body model CHARM-70, then the Advanced European Mobile Deformable Barrier (AE-MDB) side impact and oblique pole side impact finite element model were established, to conduct the vehicle collision simulation, and extract the acceleration pulse at the bottom of the B-pillar on the non-collision side. Finally, the single-occupant and double-occupant sled simulation models were established based on the THUMS_AM50_V4.0 human body model and the elderly human body model CHARM-70, to conduct the AE-MDB side impact and oblique pole side impact simulation. The results show that in the side impact, the seat belt can’t effectively limit the lateral offset caused by the inertia of the far-end occupant; in the single-occupant sled simulation, the head and neck injury values of the far-end elderly occupants are far less than the threshold, but the chest suffers serious rib fracture; in the double-occupant sled simulation, the far-end elderly occupants suffer severe head and chest injuries.

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为探究欧洲新车评价规程（Euro-NCAP）侧面碰撞条件下远端老年乘员的运动学响应和损伤机理，首先利用老年人体模型CHARM-70建立台车模型，然后建立整车AE-MDB侧面碰撞和侧面斜柱碰撞有限元模型，进行整车碰撞仿真并提取非碰撞侧B柱底部加速度脉冲，最后，基于THUMS_AM50_V4.0人体模型和老年人体模型CHARM-70建立单乘员和双乘员台车仿真模型，进行AE-MDB侧面碰撞和侧面斜柱碰撞仿真。结果表明：在侧面碰撞中，安全带无法有效限制远端乘员因惯性而导致的侧向偏移；在单乘员台车仿真中，远端老年乘员头部和颈部损伤值远小于阈值，但胸部出现大面积严重肋骨骨折；在双乘员台车仿真中，远端老年乘员的头部和胸部出现严重损伤。

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articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 加速度峰值
+ax -ax +ay -ay +az -az
AE-MDB侧面碰撞 39.5 -28.4 73.6 -34.8 39.5 -39.5
侧面斜柱碰撞 36.9 -37.4 79.7 -46.1 41.8 -30.3
), ArticleFig(id=1204452624172032370, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表1, caption=

单乘员台车侧面碰撞中老年乘员头部平移加速度 g

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 加速度峰值
+ax -ax +ay -ay +az -az
AE-MDB侧面碰撞 39.5 -28.4 73.6 -34.8 39.5 -39.5
侧面斜柱碰撞 36.9 -37.4 79.7 -46.1 41.8 -30.3
), ArticleFig(id=1204452624310444418, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
参数 AE-MDB侧面碰撞 侧面斜柱碰撞
BrIC 0.59 0.52
P(AIS 4)/% 12.5 8.8
HIC15 258 267
HIC36 408 267
), ArticleFig(id=1204452624482410899, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表2, caption=

单乘员台车侧面碰撞中老年乘员头部损伤预测结果

, figureFileSmall=null, figureFileBig=null, tableContent=
参数 AE-MDB侧面碰撞 侧面斜柱碰撞
BrIC 0.59 0.52
P(AIS 4)/% 12.5 8.8
HIC15 258 267
HIC36 408 267
), ArticleFig(id=1204452624616628649, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 695 -39.4 182 -278 1 980 0
侧面斜柱碰撞 663 -31.6 184 -207 1 810 0
), ArticleFig(id=1204452624746652085, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表3, caption=

单乘员台车侧面碰撞中老年乘员上颈部载荷 N

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 695 -39.4 182 -278 1 980 0
侧面斜柱碰撞 663 -31.6 184 -207 1 810 0
), ArticleFig(id=1204452624847315392, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 705 -472 393 -144 415 -793
侧面斜柱碰撞 449 -357 310 -20.0 295 -636
), ArticleFig(id=1204452624964755918, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表4, caption=

单乘员台车侧面碰撞中老年乘员下颈部载荷 N

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 705 -472 393 -144 415 -793
侧面斜柱碰撞 449 -357 310 -20.0 295 -636
), ArticleFig(id=1204452625036059099, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
项目 单乘员AE-MDB侧面碰撞 单乘员侧面斜柱碰撞
骨折位置及数量 共19处可能出现骨折（右侧第1根~第10根、左侧第1根~第9根） 共18处可能出现骨折（右侧第1根~第10根、左侧第1根~第6根及第8根）
骨折位置示意
), ArticleFig(id=1204452625136722404, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表5, caption=

单乘员台车中老年乘员胸部肋骨骨折情况预测

, figureFileSmall=null, figureFileBig=null, tableContent=
项目 单乘员AE-MDB侧面碰撞 单乘员侧面斜柱碰撞
骨折位置及数量 共19处可能出现骨折（右侧第1根~第10根、左侧第1根~第9根） 共18处可能出现骨折（右侧第1根~第10根、左侧第1根~第6根及第8根）
骨折位置示意
), ArticleFig(id=1204452625262551537, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 加速度峰值
+ax -ax +ay -ay +az -az
AE-MDB侧面碰撞 71.3 -29.8 146 -36.5 93.0 -53.3
侧面斜柱碰撞 56.8 -37.4 119 -54.4 102 -45.5
), ArticleFig(id=1204452625392574976, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表6, caption=

双乘员台车侧面碰撞中远端老年乘员头部平移加速度g

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 加速度峰值
+ax -ax +ay -ay +az -az
AE-MDB侧面碰撞 71.3 -29.8 146 -36.5 93.0 -53.3
侧面斜柱碰撞 56.8 -37.4 119 -54.4 102 -45.5
), ArticleFig(id=1204452625510015497, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
参数 AE-MDB侧面碰撞 斜柱碰撞
BrIC 0.75 0.53
P(AIS 4)/% 22.7 9.5
HIC15 1 393 914.5
HIC36 1 647 884.8
), ArticleFig(id=1204452625585512981, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表7, caption=

双乘员台车侧面碰撞中远端老年乘员头部损伤预测

, figureFileSmall=null, figureFileBig=null, tableContent=
参数 AE-MDB侧面碰撞 斜柱碰撞
BrIC 0.75 0.53
P(AIS 4)/% 22.7 9.5
HIC15 1 393 914.5
HIC36 1 647 884.8
), ArticleFig(id=1204452625694564901, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 2.20 -116 87.8 -91.4 0.40 -1 290
侧面斜柱碰撞 0.70 -63.8 12.4 -48.7 0.40 -482
), ArticleFig(id=1204452625803616815, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表8, caption=

双乘员台车侧面碰撞中远端老年乘员上颈部载荷 N

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 2.20 -116 87.8 -91.4 0.40 -1 290
侧面斜柱碰撞 0.70 -63.8 12.4 -48.7 0.40 -482
), ArticleFig(id=1204452625908474425, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 527 0 180 -172 111 -593
侧面斜柱碰撞 284 0 129 -149 2.30 -377
), ArticleFig(id=1204452626034303557, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表9, caption=

双乘员台车侧面碰撞中远端老年乘员下颈部载荷 N

, figureFileSmall=null, figureFileBig=null, tableContent=
碰撞工况 力的峰值
+fx -fx +fy -fy +fz -fz
AE-MDB侧面碰撞 527 0 180 -172 111 -593
侧面斜柱碰撞 284 0 129 -149 2.30 -377
), ArticleFig(id=1204452626143355471, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
项目 双乘员AE-MDB侧面碰撞 双乘员侧面斜柱碰撞
骨折位置及数量 共18处可能出现骨折（右侧第1根~第10根、左侧第1根~第7根、左侧第10根） 共10处可能出现骨折（右侧第1根、右侧第6根~第10根、左侧第1根、左侧第6根~第8根、左侧第10根）
骨折位置示意
), ArticleFig(id=1204452626239824475, tenantId=1146029695717560320, journalId=1189621681917173762, articleId=1204385396147856142, language=CN, label=表10, caption=

双乘员台车侧面碰撞中远端老年乘员胸部肋骨骨折情况预测

, figureFileSmall=null, figureFileBig=null, tableContent=
项目 双乘员AE-MDB侧面碰撞 双乘员侧面斜柱碰撞
骨折位置及数量 共18处可能出现骨折（右侧第1根~第10根、左侧第1根~第7根、左侧第10根） 共10处可能出现骨折（右侧第1根、右侧第6根~第10根、左侧第1根、左侧第6根~第8根、左侧第10根）
骨折位置示意
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侧面碰撞远端老年乘员损伤研究*
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武和全 1, 2 , 张凯 1 , 胡林 1
汽车技术 | 2023,(2): 28-36
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汽车技术 | 2023, (2): 28-36
侧面碰撞远端老年乘员损伤研究*
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武和全1, 2, 张凯1, 胡林1
作者信息
  • 1 长沙理工大学，工程车辆安全性设计与可靠性技术湖南省重点实验室，长沙 410114
  • 2 韦恩州立大学，生物工程中心，底特律 MI48201，美国
Research on the Far-End Elderly Occupant Injury in Side Impact
Hequan Wu1, 2, Kai Zhang1, Lin Hu1
Affiliations
  • 1 Hunan Province Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Changsha University of Science and Technology, Changsha 410114
  • 2 Bioengineering Center, Wayne State University, Detroit MI48201, USA
出版时间: 2023-02-24 doi: 10.19620/j.cnki.1000-3703.20220374
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摘要
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为探究欧洲新车评价规程（Euro-NCAP）侧面碰撞条件下远端老年乘员的运动学响应和损伤机理，首先利用老年人体模型CHARM-70建立台车模型，然后建立整车AE-MDB侧面碰撞和侧面斜柱碰撞有限元模型，进行整车碰撞仿真并提取非碰撞侧B柱底部加速度脉冲，最后，基于THUMS_AM50_V4.0人体模型和老年人体模型CHARM-70建立单乘员和双乘员台车仿真模型，进行AE-MDB侧面碰撞和侧面斜柱碰撞仿真。结果表明：在侧面碰撞中，安全带无法有效限制远端乘员因惯性而导致的侧向偏移；在单乘员台车仿真中，远端老年乘员头部和颈部损伤值远小于阈值，但胸部出现大面积严重肋骨骨折；在双乘员台车仿真中，远端老年乘员的头部和胸部出现严重损伤。

远端乘员损伤  /  有限元方法  /  老年乘员  /  欧洲新车评价规程  /  AE-MDB  /  侧面斜柱碰撞

In order to explore the kinematic responses and injury mechanisms of far-end elderly occupants under the current Euro-NCAP side impact condition, a sled model was established using the elderly human body model CHARM-70, then the Advanced European Mobile Deformable Barrier (AE-MDB) side impact and oblique pole side impact finite element model were established, to conduct the vehicle collision simulation, and extract the acceleration pulse at the bottom of the B-pillar on the non-collision side. Finally, the single-occupant and double-occupant sled simulation models were established based on the THUMS_AM50_V4.0 human body model and the elderly human body model CHARM-70, to conduct the AE-MDB side impact and oblique pole side impact simulation. The results show that in the side impact, the seat belt can’t effectively limit the lateral offset caused by the inertia of the far-end occupant; in the single-occupant sled simulation, the head and neck injury values of the far-end elderly occupants are far less than the threshold, but the chest suffers serious rib fracture; in the double-occupant sled simulation, the far-end elderly occupants suffer severe head and chest injuries.

Far-end occupant injury  /  Finite element method  /  Elderly occupant  /  Euro-NCAP  /  Advanced European Mobile Deformable Barrier (AE-MDB)  /  Oblique pole side impact
武和全, 张凯, 胡林. 侧面碰撞远端老年乘员损伤研究*. 汽车技术, 2023 , (2) : 28 -36 . DOI: 10.19620/j.cnki.1000-3703.20220374
Hequan Wu, Kai Zhang, Lin Hu. Research on the Far-End Elderly Occupant Injury in Side Impact[J]. Automobile Technology, 2023 , (2) : 28 -36 . DOI: 10.19620/j.cnki.1000-3703.20220374
正文
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1 前言
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在侧面碰撞中，靠近碰撞冲击位置一侧的乘员称为近端（Near-end）乘员，远离碰撞冲击位置一侧的乘员称为远端（Far-end）乘员。针对侧面碰撞中近端乘员的保护，研究人员已经开展了大量的研究，包括汽车侧面安全气囊、气帘等被动安全系统优化[1-2]和汽车侧围结构优化等。然而，针对远端乘员的保护却长期未能引起足够重视，现行的侧面碰撞法规和除欧洲外的各国新车评价规程试验中，均只针对近端乘员的损伤进行评价。
欧洲新车评价规程（European New Car Assessment Programme，Euro-NCAP）从2020年起针对远端乘员保护进行评估，在整车侧面碰撞试验中副驾驶座椅位置布置假人以验证乘员保护策略的有效性，且从2023年起，试验中远端乘员头部与近端乘员身体任何部位的接触都将被评估[3]。目前，侧面碰撞远端乘员保护研究远不及其他碰撞形式的乘员保护研究多样和深入。因此，针对侧面碰撞远端乘员保护的研究具有重要的意义和现实需要。
截至2016年，中国老年人口达到2.3亿人，占总人口的16.7%[4]，预计到2050年，中国65岁以上老年人占比将超过30%[5]。相比青年人，老年人在车辆碰撞事故中更容易受到损伤甚至危及生命安全，但目前针对老年驾乘人员保护的研究很少，故老年人在车辆碰撞事故中的损伤机理研究具有一定的现实意义。
因此，本文首先使用美国韦恩州立大学老年人体模型CHARM-70建立单乘员和双乘员台车模型，并利用尸体试验对老年人体模型进行侧面碰撞验证，然后根据Euro-NCAP侧面碰撞协议，将整车侧面碰撞加速度曲线转换为台车加速度曲线，最后利用LS_DYNA软件研究Euro-NCAP侧面碰撞工况下远端老年乘员的运动学响应和损伤机理。
2 研究方法
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2.1 人体有限元模型
本文使用的老年人体模型为CHARM-70，其基于美国疾病控制和预防中心的统计数据，参考70~79岁老年人体的平均测量数据建立，身高160 cm，体重73 kg。其身体骨骼和内脏的计算机断层扫描（Computed Tomography，CT）数据来自美国韦恩州立大学生物工程中心实验室的73岁女性尸体样本（编号938），人体、骨骼和内脏CT结果如图1所示。为了确保骨骼CT数据能代表该年龄人群的平均值，研究者开发了一种统计模型，考虑了年龄、性别和身高等不同因素[6]。
老年人体有限元模型拥有详细的组织结构特征，如图2所示。其头部、颈部、胸部、腰椎、腹部、骨盆和股骨等主要部位通过尸体试验得到验证，进行了整车正面碰撞和台车侧面碰撞仿真，并与尸体试验结果进行对比[7-8]，老年人体模型反映出较好的生物逼真度。该模型坐姿高度为0.95 m，共含单元网格1 507 211个，能较好地反映老年人体特征和模拟人体损伤。
THUMS（Total Human Model for Safety）是由丰田汽车公司和丰田中心研发实验室共同开发的人体有限元模型，旨在模拟汽车碰撞事故中的人体运动学响应和开展损伤分析。本文使用的THUMS_AM50_V4.0人体模型如图3所示，为第50百分位男性人体模型，身高175 cm，质量77 kg，具有详细的人体组织结构特征。
2.2 Euro-NCAP整车侧面碰撞仿真模型建立
2.2.1 AE-MDB侧面碰撞整车模型
根据2020年版Euro-NCAP规范，移动壁障质量为1 400 kg，碰撞初速度为60 km/h，撞击点位置为R点向后250 mm。本文使用的AE-MDB（Advanced European Mobile Deformable Barrier）和丰田雅力士（Yaris）车辆模型均来乔治华盛顿大学国家碰撞分析中心，并通过正面碰撞仿真与试验数据的对比验证了其有效性[9]，如图4所示。
2.2.2 侧面斜柱碰撞整车模型
建立直径为254 mm的刚性柱模型，车辆模型碰撞初始速度为32 km/h，碰撞角度为75°，如图5所示。
2.2.3 AE-MDB侧面碰撞和侧面斜柱碰撞加速度波形的选取
远端乘员评估进行2次台车试验，包括AE-MDB侧面碰撞和侧面斜柱碰撞工况，碰撞冲击角度为75°，加速度波形选取60 km/h AE-MDB侧面碰撞和75°斜柱碰撞中非碰撞侧B柱底部加速度脉冲，并经CFC-60数字滤波算法进行滤波。
根据Euro-NCAP侧面碰撞协议，将整车碰撞加速度曲线转换为台车加速度曲线，如图6所示，由于75°倾斜台车的设置，需对原始加速度曲线进行一定系数缩放，缩放系数为1.035[10]：
AX,SLED1=AY,VEHICLE(AE-MDB)×1.035
AX,SLED2=AY,VEHICLE(POLE)×1.035
式中，AX,SLED1、AX,SLED2分别为AE-MDB侧面碰撞和侧面斜柱碰撞台车加速度；AY,VEHICLE(AE-MDB)、AY,VEHICLE(POLE)分别为AE-MDB侧面碰撞和侧面斜柱碰撞试验整车横向加速度。
2.3 远端碰撞台车模型
根据2020年版Euro-NCAP规范，基于本文所用的车辆模型建立简化的台车模型。台车模型包括前排乘员座椅、中控台、车门、安全带和部分白车身等，简化的台车车身设定为刚性材料以保持足够的强度。
针对老年人体模型与座椅模型之间的定位关系，首先建立老年人体和座椅系统模型，并对该模型系统施加重力场，运算结束时刻即为老年人体模型与座椅模型在重力的作用下达到的平衡状态，将求解得到的座垫节点信息和初始应力重新映射到原始模型中，即可模拟老年人体与座椅实际接触的状态。
本文台车模型包含单乘员台车模型和双乘员台车模型，如图7所示。
2.4 老年乘员模型侧面碰撞验证
Forman等通过死亡后人体标本（Post Mortem Human Subject，PMHS）试验研究了远端横向和倾斜台车碰撞试验中乘员的运动学响应[11]，测试内容包括D环的位置、手臂的位置、骨盆约束、有无安全带预紧和撞击严重程度，试验结果表明：撞击角度为60°时较90°时造成的头部横向偏移更大；安全带预紧可显著减小头部偏移量；双手的不同摆放位置（放在膝盖上、大腿上，甚至膝盖上方280 mm处接近驾驶位置）对头部横向运动的影响可忽略不计。因此，参考Forman等尸体试验（试验编号089，见图8a）对老年人体模型进行侧面碰撞验证，本文设定仿真边界条件为：台车加速度为6.6 g，撞击角度为横向90°，无安全带预紧，无骨盆挡板，D环位于H点后约400 mm处，座椅为常规汽车座椅，手臂为驾驶姿态。老年人体仿真模型如图8b所示。
2.5 仿真乘员损伤评价
台车侧面碰撞仿真过程中，记录乘员头部质心（Center of Gravity，CG）处合成加速度曲线，计算头部损伤指标（Head Injure Criterion，HIC）SHIC：
S H I C = t 2 - t 1 1 t 2 - t 1 ∫ t 1 t 2 a d t 2.5
式中，t1、t2为三轴合成加速度波形的任意时刻（t1<t2）；a为头部重心的三轴合成加速度；t为时间。
记录乘员头部质心处的响应数据，计算头部旋转损伤指标（Brain Injury Criterion，BrIC）SBrIC，设头部质心绕x轴、y轴、z轴方向的角速度分别为wx、wy、wz，则有[12]：
S B r I C = w x w x c 2 + w y w y c 2 + w z w z c 2
式中，wxc=66.3 rad/s、wyc=53.8 rad/s、wzc=41.5 rad/s分别为头部质心绕x轴、y轴、z轴方向的标准角速度。
头部达到简明损伤定级（Abbreviated Injury Scale，AIS）4级及以上损伤的概率为：
P A I S   4 = 1 - e x p - S B r I C / 1.204 2.84
当BrIC为1时，AIS 4级脑损伤发生的概率为45%。
Mertz[13]等人公布了成人人群颅骨骨折的风险曲线，第50百分位HYBRID Ⅲ假人的损伤基准值（Injury Assessment Reference Value，IARV）选择180 g，相应的颅骨骨折风险不到5%，并根据头部大小和组织强度的差异进行缩放，以获得其他假人的IARV，这些IARV对应的颅骨骨折风险也低于5%，其中第5百分位女性假人的IARV值选择193 g。
Mertz等人公布了第5百分位女性假人15 ms头部损伤指标HIC15为779，大约相当于5%的AIS 4级的伤害风险，颈部剪切力极限为1 950 N，拉伸极限为2 520 N。
测量胸部第1~12根肋骨（见图9）峰值压缩量，通过应力云图判断肋骨骨折位置和数量，根据胸腔内压力判断肺部、心脏和肝脏器官的损伤状况。
3 仿真结果
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3.1 Euro-NCAP整车侧面碰撞仿真
3.1.1 AE-MDB侧面碰撞
AE-MDB以60 km/h的初速度，90°侧面撞击车辆，非撞击侧B柱底部系数缩放后加速度曲线如图10所示。图11所示为AE-MDB侧面碰撞仿真模型。
3.1.2 侧面斜柱碰撞
车辆以32 km/h的初速度、75°的碰撞角度撞击直径为254 mm刚性柱，非撞击侧B柱底部加速度曲线如图12所示。图13为侧面斜柱碰撞仿真模型。
3.2 老年人体模型侧面碰撞验证结果
本文侧面碰撞验证中，老年人体模型与Forman等的研究中PMHS样本（年龄60岁，身高175 cm，质量75 kg）每50 ms运动学响应对比如图14和图15所示。
在仿真中，老年人体模型在50 ms内处于侧向滑移阶段。在第100 ms时，身体和头部出现倾斜，安全带未完全脱离左肩。在第150 ms时，身体和头部进一步向冲击侧倾斜，同时右臂被拉伸，安全带开始从乘员肩部滑落，老年人体模型的运动学响应与尸体试验表现了一致性。老年人体模型手臂初始姿态与PMHS试验不同，导致手臂拉伸后姿态存在区别。老年人体模型头部质心的位移-时间曲线与尸体试验数据对比如图16所示，仿真头部质心位移曲线在尸体试验上、下限范围内，因此，本文的老年人体模型侧面碰撞仿真与尸体试验结果有较高的相似度，因此逼真度得以验证。
3.3 单乘员台车侧面碰撞仿真
3.3.1 AE-MDB侧面碰撞和侧面斜柱碰撞仿真
AE-MDB侧面碰撞和侧面斜柱碰撞仿真老年乘员运动学响应如图17和图18所示。在AE-MDB侧面碰撞和侧面斜柱碰撞中，老年人体模型分别在30 ms和45 ms内处于侧面滑移阶段，直到骨盆与中控台接触，之后身体开始向碰撞侧倾斜；分别在第55 ms和第75 ms时刻，乘员身体出现明显倾斜，安全带肩带开始脱离肩部；第140 ms时刻，乘员头部均达到最大侧向位移，其中AE-MDB侧面碰撞中的老年人体模型身体倾斜程度较侧面斜柱碰撞大，臀部、腹部和手臂与内饰件接触，头部未与内饰件接触。
仿真结果显示，传统的三点式安全带系统无法有效抑制乘员胸部的横向位移，肩带均从肩部滑落，但肩带通过与乘员手臂的作用固定住乘员。乘员与中控台的相互作用导致乘员下半身的移动速度减慢，但乘员上半身继续向撞击侧移动，导致头部重心不再与颈部中心线和身体重心对齐，因此会产生力矩，这是侧面碰撞中头部产生旋转加速度的主要原因。
如图19所示，在单乘员侧面碰撞工况下，AE-MDB侧面碰撞中的老年人模型的头部质心、第1胸椎（T1）骨盆运动位移均较斜柱碰撞大。其中，AE-MDB侧面碰撞远端老年人体模型头部质心的Z向最大位移约为562 mm，Y向最大位移约为803 mm，侧面斜柱碰撞老年人体模型头部质心的Z向最大位移约为175 mm，Y向最大位移约为664 mm。这是由于AE-MDB侧面碰撞中的初始速度和动能远大于侧面斜柱碰撞，从而导致远端乘员产生更大的惯性。
3.3.2 头部损伤分析
表1所示为侧面碰撞老年乘员头部平移加速度，其中，ax、ay、az分别为加速度在x、y和z方向的分量。在单乘员侧面碰撞工况下，AE-MDB侧面碰撞和侧面斜柱碰撞远端老年人头部平移加速度均远小于Mertz等人公布的第5百分位女性IARV值193 g。表2所示为单乘员台车侧面碰撞中老年乘员头部损伤预测结果，头部损伤HIC15和36 ms头部损伤指标HIC36均远小过Mertz等人公布的第5百分位女性损伤阈值779和1 000，根据Mertz等人公布的基于HIC15的AIS≥4级的成年人群脑损伤风险曲线，AE-MDB侧面碰撞和侧面斜柱碰撞远端老年人头部AIS≥4级损伤风险较小。BrIC小于损伤阈值，乘员脑损伤的风险较小。
3.3.3 颈部损伤分析
表3和表4所示为单乘员AE-MDB侧面碰撞和侧面斜柱碰撞中乘员的上、下颈部在x、y和z方向的载荷，其中，fx、fy、fz分别为载荷力在x、y和z方向的分量。AE-MDB侧面碰撞老年乘员颈部载荷较侧面斜柱碰撞大，但其载荷值均远小于Mertz等人公布的第5百分位女性颈部剪切力极限1 950 N、拉伸极限2 520 N。
3.3.4 胸部损伤分析
图20所示为单乘员台车侧面碰撞中，远端老年乘员的第1根肋骨Rib1~第12根肋骨Rib12的峰值变形量。远端老年乘员第1~10根肋骨峰值变形量逐渐递增，第11根和第12根肋骨变形量相对变小，AE-MDB侧面碰撞和侧面斜柱碰撞肋骨变形量趋势相同，AE-MDB侧面碰撞肋骨整体变形量峰值较侧面斜柱碰撞大，2种碰撞工况下峰值变形量均出现在第9根肋骨。值得注意的是，第7根~第10根肋骨的变形量最大，这主要是侧面碰撞中乘员与中控台相互作用的结果。
表5所示为单乘员台车侧面碰撞中远端老年乘员胸部肋骨骨折情况预测。在单乘员AE-MDB侧面碰撞和侧面斜柱碰撞工况下，老年乘员肋骨均出现大规模严重骨折损伤。
在单乘员AE-MDB侧面碰撞和侧面斜柱碰撞工况下，头部和颈部损伤值远小于阈值，但肋骨均出现大面积严重骨折。这是由于远端老年乘员头部未与其他内饰冲击接触，因此，其头部损伤HIC15和HIC36均较小，但由于惯性作用导致骨盆与中控台冲击接触，远端乘员身体向碰撞侧倾斜，在中控台和安全带的共同作用下，远端乘员胸部压缩量增大，肋骨出现严重骨折。
3.4 双乘员台车侧面碰撞仿真
3.4.1 AE-MDB侧面碰撞和侧面斜柱碰撞仿真
双乘员AE-MDB侧面碰撞和侧面斜柱碰撞台车仿真中老年乘员和THUMS乘员运动学响应如图21、图22所示。老年人体模型分别在30 ms和45 ms内处于侧面滑移阶段，直到骨盆与中控台接触，之后身体开始向碰撞侧倾斜；分别在第50 ms和第70 ms时，身体出现明显倾斜，安全带肩带开始脱离肩部；第85 ms时，AE-MDB侧面碰撞中远端老年乘员手臂开始与近端乘员接触，第98 ms时其头部开始与近端乘员冲击接触；侧面斜柱碰撞中老年乘员在第104 ms时手臂与近端乘员冲击接触，在第130 ms时，头部位移达到最大，但未与近端乘员接触。
仿真结果显示，在双乘员侧面碰撞中，传统三点式安全带无法有效抑制乘员身体的横向移动，肩带均从肩部滑落，但肩带始终与乘员手臂相互作用，并且，远端老年乘员均与近端乘员冲击接触，与单乘员工况相比，双乘员工况下远端老年乘员的头部位移偏小。
进一步研究发现，在双乘员侧面碰撞工况下，远端老年乘员右侧手臂均首先与近端乘员冲击接触，之后，AE-MDB碰撞工况远端老年乘员身体进一步倾斜导致其头部与近端乘员冲击接触，而侧面斜柱碰撞中远端老年乘员头部始终未与近端乘员接触，这是由于相比于侧面斜柱碰撞，AE-MDB侧面碰撞中壁障具有更大的初始速度和动能，从而导致远端乘员产生更大的惯性，其手臂的支撑力无法阻碍身体的进一步倾斜。
图23所示为双乘员台车侧面碰撞仿真中老年乘员的头部质心、T1和骨盆的运动轨迹。AE-MDB侧面碰撞远端老年人体模型的头部质心、T1和骨盆的运动幅度均较侧面斜柱碰撞大，其中，AE-MDB侧面碰撞工况远端老年人体模型头部质心的Z向最大位移约为273 mm，Y向最大位移约为618 mm，侧面斜柱碰撞工况老年人体模型头部质心的Z向最大位移约为159 mm，Y向最大位移约为520 mm。
相比单乘员侧面碰撞工况，双乘员侧面碰撞工况下头部质心、T1和骨盆运动轨迹较小，这是由于老年乘员的手臂和头部与近端乘员冲击接触，减小了身体的倾倒幅度。
3.4.2 头部损伤分析
表6所示为双乘员台车侧面碰撞中老年乘员头部平移加速度。AE-MDB侧面碰撞和侧面斜柱碰撞远端老年人头部平移加速度均小于Mertz等人公布的第5百分位女性IARV值193 g；头部损伤HIC15和HIC36均超过了Mertz等人公布的第5百分位女性损伤阈值779和1 000，老年乘员颅骨骨折的风险较大，根据Mertz等人公布的基于HIC15的AIS≥4级的成年人群脑损伤风险曲线，AE-MDB侧面碰撞和侧面斜柱碰撞远端老年人头部AIS≥4级损伤风险分别为约45%和约10%。表7所示为双乘员台车侧面碰撞中老年乘员头部损伤预测结果，老年乘员BrIC均小于损伤阈值，脑损伤的风险相对较小。
相比侧面斜柱碰撞，AE-MDB侧面碰撞远端老年人头部更易受到严重损伤，这是由于AE-MDB侧面碰撞远端老年人头部与近端乘员冲击接触，而侧面斜柱碰撞远端老年人由于手臂的支撑作用导致头部未与近端乘员冲击接触。
3.4.3 颈部损伤分析
表8和表9所示为双乘员台车侧面碰撞中远端老年乘员的上、下颈部在x、y和z方向的载荷。在双乘员侧面工况下，AE-MDB侧面碰撞老年乘员颈部载荷较侧面斜柱碰撞大，但其载荷值均远小于Mertz等人公布的第5百分位女性颈部剪切力极限1 950 N和拉伸极限2 520 N。
3.4.4 胸部损伤分析
图24所示为双乘员台车侧面碰撞中远端老年乘员第1根~第12根肋骨的峰值变形量。远端老年乘员第1根~第12根肋骨峰值变形量逐渐递增，AE-MDB侧面碰撞和侧面斜柱碰撞肋骨变形量趋势相同，AE-MDB侧面碰撞肋骨整体变形量峰值较侧面斜柱碰撞大，2种碰撞工况下变形量峰值均出现在第12根肋骨。
表10所示为双乘员台车侧面碰撞中远端老年乘员胸部肋骨骨折情况预测结果。在双乘员AE-MDB侧面碰撞和侧面斜柱碰撞工况下，老年乘员肋骨均出现大规模严重骨折损伤。
在双乘员AE-MDB侧面碰撞和侧面斜柱碰撞工况下，老年乘员肋骨均出现大规模严重骨折损伤，但双乘员侧面斜柱碰撞工况相比单乘员工况，老年人肋骨骨折数量明显减少，这是由于在双乘员工况下，远端老年乘员手臂与近端乘员冲击接触而产生支撑作用，导致身体倾斜程度减小，老年乘员胸部与中央扶手的相互作用力减小。
4 结束语
收起
本文利用THUMS_AM50_V4.0人体模型和老年人体模型CHARM-70，分别研究了前排单乘员和双乘员AE-MDB侧面碰撞和侧面斜柱碰撞工况下远端老年乘员的运动学响应和损伤机理，具体结论如下：
a. 在单乘员和双乘员AE-MDB侧面碰撞和侧面斜柱碰撞台车仿真中，标准三点式安全带均从远端乘员肩部滑落，并且由于惯性的作用，远端乘员身体向碰撞侧偏移和倾倒，安全带无法有效限制乘员的侧向偏移。
b. 在单乘员AE-MDB侧面碰撞仿真中，远端乘员头部未与内饰冲击接触，因此头部和颈部损伤值远小于阈值，但肋部均出现大面积严重骨折；在双乘员AE-MDB侧面碰撞工况下，远端乘员与近端乘员冲击接触，导致头部损伤值高于阈值，同时肋部也出现严重骨折损伤。
c. 在双乘员AE-MDB侧面碰撞和侧面斜柱碰撞仿真中，远端老年乘员右侧手臂均首先与近端乘员冲击接触，之后，AE-MDB侧面碰撞远端老年乘员身体进一步倾斜，导致其头部与近端乘员接触，但侧面斜柱碰撞远端老年乘员头部始终未与近端乘员接触。
基金
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  • * 国家自然科学基金项目(51875049)
  • 湖南省自然科学基金项目(2021JJ30723)
  • 湖南省教育厅科学研究项目(19A008)
文献
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doi: 10.19620/j.cnki.1000-3703.20220374
  • 首发时间：2025-12-07
  • 出版时间：2023-02-24
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  • 修回日期：2022-06-07
基金
* 国家自然科学基金项目(51875049)
湖南省自然科学基金项目(2021JJ30723)
湖南省教育厅科学研究项目(19A008)
作者信息
    1 长沙理工大学，工程车辆安全性设计与可靠性技术湖南省重点实验室，长沙 410114
    2 韦恩州立大学，生物工程中心，底特律 MI48201，美国
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