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Article(id=1154033080655405923, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1154033077719393113, articleNumber=null, orderNo=null, doi=10.19562/j.chinasae.qcgc.2024.10.018, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1703088000000, receivedDateStr=2023-12-21, revisedDate=1709913600000, revisedDateStr=2024-03-09, acceptedDate=null, acceptedDateStr=null, onlineDate=1753072527325, onlineDateStr=2025-07-21, pubDate=1729785600000, pubDateStr=2024-10-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1753072527325, onlineIssueDateStr=2025-07-21, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1753072527325, creator=13701087609, updateTime=1753072527325, updator=13701087609, issue=Issue{id=1154033077719393113, tenantId=1146029695717560320, journalId=1146120084050784272, year='2024', volume='46', issue='10', pageStart='1723', pageEnd='1936', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=0, articleOrder=1, issueType=-1, specialIssue=null, createTime=1753072526626, creator=13701087609, updateTime=1753074249753, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1154040305079804333, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1154033077719393113, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1154040305079804334, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1154033077719393113, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=1920, endPage=1927, ext={EN=ArticleExt(id=1154033081028698980, articleId=1154033080655405923, tenantId=1146029695717560320, journalId=1146120084050784272, language=EN, title=Effect of Driver Posture on Injury Risk Under AEB Conditions, columnId=1149809889280750125, journalTitle=Automotive Engineering, columnName=Selected Papers, runingTitle=null, highlight=

Driver posture in frontal crash conditions with and without autonomous emergency braking （AEB） has a significant impact on kinematic response and injury risk. In this paper， the THUMS （Ver.6.1） human finite element model is used to establish three driving postures， including standard， rearward recline， and forward recline， and a frontal collision constraint system model is established to conduct six sets of 50 km/h simulation tests for comparative analysis of the kinematic response of different driver postures with and without AEB， as well as the injury parameters of driver’s head and chest. The results show that the risk of head injury is highest in the recline posture with and without AEB intervention， with the HIC15 of 817.5 and 626.9 with and without AEB， respectively. The intervention of AEB has the greatest effect on the driver's chest compression， which is increased by 89%， 115%， and 22% for the three postures， respectively. The chest compression in the reward recline posture suffers the most serious injury. The results clarify the effect of driving posture and AEB on driver kinematic response and head and chest injuries， providing a reference value for the development and design of automotive restraint systems and AEB.

, articleAbstract=

Driver posture in frontal crash conditions with and without autonomous emergency braking （AEB） has a significant impact on kinematic response and injury risk. In this paper，the THUMS （Ver.6.1） human finite element model is used to establish three driving postures，including standard，rearward recline，and forward recline，and a frontal collision constraint system model is established to conduct six sets of 50 km/h simulation tests for comparative analysis of the kinematic response of different driver postures with and without AEB，as well as the injury parameters of driver’s head and chest. The results show that the risk of head injury is highest in the recline posture with and without AEB intervention，with the HIC15 of 817.5 and 626.9 with and without AEB，respectively. The intervention of AEB has the greatest effect on the driver's chest compression，which is increased by 89%，115%，and 22% for the three postures，respectively. The chest compression in the reward recline posture suffers the most serious injury. The results clarify the effect of driving posture and AEB on driver kinematic response and head and chest injuries，providing a reference value for the development and design of automotive restraint systems and AEB.

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有无紧急制动（AEB）的正面碰撞工况中驾驶员姿态对运动学响应及损伤风险具有重要影响。本文采用THUMS（Ver.6.1）人体有限元模型建立了标准、后仰和前倾等3种驾驶姿态，搭建了正面碰撞约束系统模型，进行了6组50 km/h的仿真实验，对比分析驾驶员不同姿态在有和无AEB作用下的运动学响应以及驾驶员头、胸部损伤参数。结果表明：在有和无AEB介入时，后仰姿态的头部损伤风险均最高，其中有和无AEB介入的HIC15分别为817.5和626.9。AEB的介入对驾驶员胸部压缩量影响最大，3种姿态的胸部压缩量分别增大了89%、115%和22%，后仰姿态胸部压缩量损伤最严重。研究结果厘清了驾驶姿态与AEB对驾驶员运动学响应以及头、胸部损伤的影响，为汽车约束系统和AEB的开发与设计提供了参考价值。

, articleAbstract=

有无紧急制动（AEB）的正面碰撞工况中驾驶员姿态对运动学响应及损伤风险具有重要影响。本文采用THUMS（Ver.6.1）人体有限元模型建立了标准、后仰和前倾等3种驾驶姿态，搭建了正面碰撞约束系统模型，进行了6组50 km/h的仿真实验，对比分析驾驶员不同姿态在有和无AEB作用下的运动学响应以及驾驶员头、胸部损伤参数。结果表明：在有和无AEB介入时，后仰姿态的头部损伤风险均最高，其中有和无AEB介入的HIC15分别为817.5和626.9。AEB的介入对驾驶员胸部压缩量影响最大，3种姿态的胸部压缩量分别增大了89%、115%和22%，后仰姿态胸部压缩量损伤最严重。研究结果厘清了驾驶姿态与AEB对驾驶员运动学响应以及头、胸部损伤的影响，为汽车约束系统和AEB的开发与设计提供了参考价值。

, correspAuthors=null, authorNote=null, correspAuthorsNote=
韩勇，博士，教授，E-mail：。
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损伤指标 损伤阈值
HIC15 [26] 700
头部3 ms加速度[26] 80g
胸部3 ms加速度[27] 60g
颅内压力[28] 235 kPa
肋骨塑性应变[29] 1.4%
心脏压力[30] 170 kPa
肺部压力[30] 16 kPa
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损伤参数和阈值

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损伤指标 损伤阈值
HIC15 [26] 700
头部3 ms加速度[26] 80g
胸部3 ms加速度[27] 60g
颅内压力[28] 235 kPa
肋骨塑性应变[29] 1.4%
心脏压力[30] 170 kPa
肺部压力[30] 16 kPa
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项目 标准姿态 后仰姿态 前倾姿态
头部 179.03 336.36 149.89
肩部 135.78 226.65 151.98
胸部 58.83 86.00 23.69
腹部 38.98 54.99 37.11
盆骨 11.52 17.76 36.05
膝关节 12.06 10.95 14.68
肘关节 69.73 -38.60 105.46
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驾驶员各部位在x方向上的位移

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项目 标准姿态 后仰姿态 前倾姿态
头部 179.03 336.36 149.89
肩部 135.78 226.65 151.98
胸部 58.83 86.00 23.69
腹部 38.98 54.99 37.11
盆骨 11.52 17.76 36.05
膝关节 12.06 10.95 14.68
肘关节 69.73 -38.60 105.46
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工况 头部 胸部
1 75 ms 41g 79 ms 47g
2 39 ms 33g 39 ms 32g
3 115 ms 121g 116 ms 48g
4 142 ms 100g 136 ms 36g
5 70 ms 77g 78 ms 56g
6 30 ms 52g 43 ms 37g
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不同工况中驾驶员头、胸部加速度峰值

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工况 头部 胸部
1 75 ms 41g 79 ms 47g
2 39 ms 33g 39 ms 32g
3 115 ms 121g 116 ms 48g
4 142 ms 100g 136 ms 36g
5 70 ms 77g 78 ms 56g
6 30 ms 52g 43 ms 37g
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工况 头部 胸部
1 49 ms 26 ms
2 23 ms 25 ms
3 64 ms 41 ms
4 23 ms 25 ms
5 23 ms 24 ms
6 22 ms 23 ms
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不同工况下驾驶员头、胸部与气囊接触时刻

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工况 头部 胸部
1 49 ms 26 ms
2 23 ms 25 ms
3 64 ms 41 ms
4 23 ms 25 ms
5 23 ms 24 ms
6 22 ms 23 ms
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工况 头部3 ms合成加速度/g HIC15

胸部3ms合成

加速度/g

 胸部压缩量/mm
1 40.00 122.9 40.80 17.27
2 30.08 101.0 30.63 32.58
3 100.80 817.5 39.61 35.85
4 82.56 626.9 32.79 77.00
5 57.26 160.6 49.82 21.36
6 42.81 139.1 45.09 26.15
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不同工况下头部和胸部损伤指标

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工况 头部3 ms合成加速度/g HIC15

胸部3ms合成

加速度/g

 胸部压缩量/mm
1 40.00 122.9 40.80 17.27
2 30.08 101.0 30.63 32.58
3 100.80 817.5 39.61 35.85
4 82.56 626.9 32.79 77.00
5 57.26 160.6 49.82 21.36
6 42.81 139.1 45.09 26.15
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项目 工况1 工况2 工况3 工况4 工况5 工况6

颅内

压力
139.00 kPa 132.50 kPa 265.23 kPa 257.45 kPa 132.77 kPa 143.23 kPa

肋骨塑

性应变
3.38% 3.87% 6.67% 1.6% 4.47% 4.00%

心肺器

官压力
心脏：485.08 kPa 心脏：461.76 kPa 心脏：1.09 MPa 心脏：416.85 kPa 心脏：487.12 kPa 心脏：552.16 kPa
肺部：383.50 kPa 肺部：302.10 kPa 肺部：398.11 kPa 肺部：348.17 kPa 肺部：332.43 kPa 肺部：278.43 kPa
), ArticleFig(id=1183008335193322355, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1154033080655405923, language=CN, label=表6, caption=

不同工况下颅脑、肋骨和心肺部损伤分布

, figureFileSmall=null, figureFileBig=null, tableContent=
项目 工况1 工况2 工况3 工况4 工况5 工况6

颅内

压力
139.00 kPa 132.50 kPa 265.23 kPa 257.45 kPa 132.77 kPa 143.23 kPa

肋骨塑

性应变
3.38% 3.87% 6.67% 1.6% 4.47% 4.00%

心肺器

官压力
心脏：485.08 kPa 心脏：461.76 kPa 心脏：1.09 MPa 心脏：416.85 kPa 心脏：487.12 kPa 心脏：552.16 kPa
肺部：383.50 kPa 肺部：302.10 kPa 肺部：398.11 kPa 肺部：348.17 kPa 肺部：332.43 kPa 肺部：278.43 kPa
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AEB工况下驾驶员姿态对损伤风险的影响*
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韩勇 1, 2 , 张悦苁 1 , 李明旺 1 , 潘迪 1, 2 , 张海洋 3
汽车工程 | 精选论文 2024,46(10): 1920-1927
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汽车工程 | 精选论文 2024, 46(10): 1920-1927
AEB工况下驾驶员姿态对损伤风险的影响*
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韩勇1, 2 , 张悦苁1, 李明旺1, 潘迪1, 2, 张海洋3
作者信息
  • 1. 厦门理工学院机械与汽车工程学院, 厦门 361024
  • 2. 福建省客车先进设计与制造重点实验室, 厦门 361024
  • 3. 浙江吉利汽车研究院有限公司, 宁波 315336

通讯作者:

韩勇，博士，教授，E-mail：。
Effect of Driver Posture on Injury Risk Under AEB Conditions
Yong Han1, 2 , Yuecong Zhang1, Mingwang Li1, Di Pan1, 2, Haiyang Zhang3
Affiliations
  • 1. School of Mechanical and Automotive Engineering，Xiamen Institute of Technology，Xiamen 361024
  • 2. Fujian Key Laboratory of Advanced Design and Manufacturing of Buses，Xiamen 361024
  • 3. Geely Automobile Research Institute，Ningbo 315336
出版时间: 2024-10-25 doi: 10.19562/j.chinasae.qcgc.2024.10.018
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摘要
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有无紧急制动（AEB）的正面碰撞工况中驾驶员姿态对运动学响应及损伤风险具有重要影响。本文采用THUMS（Ver.6.1）人体有限元模型建立了标准、后仰和前倾等3种驾驶姿态，搭建了正面碰撞约束系统模型，进行了6组50 km/h的仿真实验，对比分析驾驶员不同姿态在有和无AEB作用下的运动学响应以及驾驶员头、胸部损伤参数。结果表明：在有和无AEB介入时，后仰姿态的头部损伤风险均最高，其中有和无AEB介入的HIC15分别为817.5和626.9。AEB的介入对驾驶员胸部压缩量影响最大，3种姿态的胸部压缩量分别增大了89%、115%和22%，后仰姿态胸部压缩量损伤最严重。研究结果厘清了驾驶姿态与AEB对驾驶员运动学响应以及头、胸部损伤的影响，为汽车约束系统和AEB的开发与设计提供了参考价值。

正面碰撞  /  驾驶员姿态  /  紧急制动  /  运动学响应  /  损伤风险

Driver posture in frontal crash conditions with and without autonomous emergency braking （AEB） has a significant impact on kinematic response and injury risk. In this paper，the THUMS （Ver.6.1） human finite element model is used to establish three driving postures，including standard，rearward recline，and forward recline，and a frontal collision constraint system model is established to conduct six sets of 50 km/h simulation tests for comparative analysis of the kinematic response of different driver postures with and without AEB，as well as the injury parameters of driver’s head and chest. The results show that the risk of head injury is highest in the recline posture with and without AEB intervention，with the HIC15 of 817.5 and 626.9 with and without AEB，respectively. The intervention of AEB has the greatest effect on the driver's chest compression，which is increased by 89%，115%，and 22% for the three postures，respectively. The chest compression in the reward recline posture suffers the most serious injury. The results clarify the effect of driving posture and AEB on driver kinematic response and head and chest injuries，providing a reference value for the development and design of automotive restraint systems and AEB.

frontal impact  /  driver posture  /  autonomous emergency braking  /  kinematic response  /  injury risk
韩勇, 张悦苁, 李明旺, 潘迪, 张海洋. AEB工况下驾驶员姿态对损伤风险的影响*. 汽车工程, 2024 , 46 (10) : 1920 -1927 . DOI: 10.19562/j.chinasae.qcgc.2024.10.018
Yong Han, Yuecong Zhang, Mingwang Li, Di Pan, Haiyang Zhang. Effect of Driver Posture on Injury Risk Under AEB Conditions[J]. Automotive Engineering, 2024 , 46 (10) : 1920 -1927 . DOI: 10.19562/j.chinasae.qcgc.2024.10.018
正文
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前言
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根据2022年中国统计年鉴统计[1]，2021年汽车交通事故发生数为273 098起，其中汽车乘员死亡43 601人，受伤166 473人，直接财产损失118 578.2万元。有数据统计表明，正面碰撞事故是道路交通事故发生率最高的类型[2]。
随着智能驾驶系统的发展，驾驶员不同驾驶姿态的损伤已成为国内外众多学者的研究对象。Lee等[3]通过560组调查问卷，研究了前排乘员在正常驾驶时的习惯坐姿以及各种坐姿的使用频率。随着计算机技术的发展，计算机模拟在事故仿真分析中开始发挥重要作用。通过仿真模拟实验发现，驾驶员姿态改变会导致约束系统作用方式和作用强度产生改变[4]，较大的姿态倾角会增加安全带对人体作用力[5]。Kim等[6]通过调整座椅在空间中的位置定义姿态，发现座椅后移会增加Hybrid III假人头部损伤风险。Bose等[7]利用MADYMO人体模型，发现驾驶员上半身的损伤风险随着与转向盘的距离减小而增大。然而Ju等[8]发现，适当的前倾角度可以使驾驶员更早与完全展开的气囊接触，从而减轻头部损伤。目前汽车制造商重点针对法规进行设计优化，所以在真实事故中，只有驾驶员的姿态与实验假人相似时，约束系统才能提供最好的保护[9]。因此，Schoeneburg等[10]认为，未来智能汽车须获得更多乘员信息，以便约束系统能在碰撞前调整乘员姿态，从而降低损伤。综上，现有研究主要关注驾驶员在正面碰撞工况下，不同姿态对损伤的影响，但未考虑在其余碰撞工况下的损伤情况。
自动紧急制动系统（autonomous emergency braking，AEB）是一种重要的汽车主动安全技术。邹铁方等[11]对真实事故加装AEB后发现，仍有39%的事故无法避免。在碰撞不可避免的事故中，AEB工作过程会导致乘员出现前倾离位现象[12]。崔东等[13]分析了AEB制动过程中驾驶员的前倾位移量的变化规律。由于约束系统是根据正常姿态设计的，因此约束系统无法对AEB引起的离位姿态进行很好的保护效果，甚至导致乘员头部和胸部的损伤增加[14-17]。综上，现有研究主要使用正常姿态对AEB介入前后驾驶员损伤的变化进行研究，但未考虑其余驾驶姿态的损伤情况。
因此，本研究使用具有组织器官的人体有限元模型THUMS（total human model for safety）[18]和验证的雅阁汽车有限元模型[19]，以实车碰撞测试的假人姿态为标准姿态并结合前人的研究得到后仰姿态和前倾姿态，对驾驶员100%正面碰撞工况下不同姿态和AEB双因素对损伤风险进行研究。
1 方法
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1.1 约束系统有限元模型
有限元分析方法现已大量运用在汽车碰撞安全领域，也是目前兼顾有效性和经济性的分析方法之一。本文采用有限元划分前处理软件HyperMesh 2021和求解器LS-DYNA R11.1.0进行仿真计算。采用美国国家公路管理局于2011年建立的Accord车辆有限元模型[19]。为提高运算效率，对整车模型进行简化，仅保留驾驶舱、驾驶侧约束系统及驾驶员可能发生接触的车辆内饰（图1）。采用控制体积法的气囊模型，设定在碰撞发生50 ms时气囊完全展开（图2），使用预紧式安全带，以消除碰撞前织带的松弛量[16]。
乘员模型采用丰田中央研究所开发的第50百分位成人男性人体有限元模型THUMS（V6.1）。该模型身体各部位均具有详细的解剖学结构，并进行了生物力学验证[18]。
1.2 驾驶姿态定义
根据2011款本田雅阁新车评估计划（NCAP）正面碰撞障碍实验报告确定在真实的碰撞测试中假人起始状态和车辆的相对位置关系，确定标准姿态。结合周亚南和唐灿等[20-21]的研究，以标准姿态为基础，盆骨为旋转中心，对THUMS有限元人体模型的脊柱施加力-位移曲线的方法，分别获得脊椎向前10°和向后10°的姿态，分别命名为前倾姿态和后仰姿态，如图3所示。
1.3 损伤参数和实验设计
研究结果表明，在正面碰撞中，驾驶员头、胸部是较容易受到严重损伤的部位[22-23]，主要体现在头部与车辆内部结构发生碰撞，胸部受到安全带和安全气囊的约束力等[24]。头部损伤指标HIC15值和颅内压力被广泛认为与颅骨骨折和局灶性脑损伤相关的指标，具有良好的预测效果[25]；胸部损伤中，肋骨骨折和心肺损伤比例较高，心肺压力直接反映心肺受压程度[25]。为了进行颅脑、肋骨和胸部器官损伤情况评估，本研究采用了THUMS人体模型，该模型具有详细的组织结构，可以分析颅内压力、肋骨塑性应变和心肺器官压力等损伤指标。驾驶员损伤指标阈值见表1。设计了6组仿真分析，3种姿态下分别对有和无AEB工况进行驾驶员损伤分析。
2 结果分析
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2.1 AEB作用下的驾驶员姿态的变化
如图4所示，红色和蓝色线分别表示AEB触发前后的驾驶员姿态，黄色线表示姿态变化痕迹。在AEB的作用下，不同姿态的驾驶员各部位均出现前倾向下后向上的运动状态，驾驶员的头部、肩部、胸部和手肘部位的位移量较大，而腹部、盆骨和膝关节等相对位移变化较小。
表2列举了3种姿态的驾驶员各部位在x方向上的位移量。可知，与标准姿态和前倾姿态相比，后仰姿态的头部、肩部、胸部位移量最大，后仰姿态的头部位移量分别高88%和124%，肩部位移量分别高67%和49%，胸部位移量分别高46%和263%。腹部、盆骨、膝关节等部位的位移量均差异较小。
2.2 运动学响应
图5所示为不同工况下驾驶员的运动响应。为对比同一姿态有和无AEB介入的运动学响应，定义0 ms时刻为碰撞发生时刻，故在有AEB介入的工况2、4、6中，驾驶员的碰撞初始姿态已经发生变化。在碰撞发生后，驾驶员头部和胸部受到惯性作用向仪表盘方向前倾，并依次与安全气囊接触，最终驾驶员在肩部安全带的拉力作用下滑离气囊。发现工况2、4、6在AEB的作用下，驾驶员左右肩膀出现前倾位移量不同，碰撞时刻姿态呈现出上半身左旋状态。在50 ms时刻，除工况3外，其余工况驾驶员面部均与完全展开的安全气囊接触；在此时刻，所有工况驾驶员胸部均已与安全气囊接触。在80 ms时刻，工况2和工况6中驾驶员颈部做伸展运动，头部呈现抬头且后仰状态。
2.3 头部与胸部损伤风险
图6展示了标准、后仰和前倾3种驾驶姿态在有和无AEB介入时的头部和胸部加速度随时间的变化情况。结果表明，AEB的介入导致标准姿态和前倾姿态的头、胸部峰值时刻提前，而后仰姿态的头、胸部峰值时刻相反，同时3种驾驶姿态的头部和胸部加速度在AEB介入后均有所下降，具体数值如表3所示。
表4展示不同工况下驾驶员头部和胸部与气囊接触时刻，除工况1和工况3外，其余工况均为驾驶员头部先与气囊接触。
AEB介入后，所有姿态头部和胸部3 ms合成加速度均降低，而HIC值和胸部压缩量有所增加。在标准姿态中，AEB的介入导致头部3 ms合成加速度下降程度最明显，下降了25%，但胸部压缩量增大了89%。在后仰姿态中，AEB的介入导致HIC15值下降程度最明显，下降了23%，但胸部压缩量增大了115%。在前倾姿态中，AEB的介入导致头部3 ms合成加速度下降程度最明显，下降了25%，但胸部压缩量增大了22%。
表5展示不同工况下驾驶员头部和胸部损伤指标，在有无AEB介入时，后仰姿态损伤均大于其余两姿态。在无AEB介入的工况1、3、5中，后仰姿态头部3 ms加速度为100.8g，HIC15为817.5，均超过C-NCAP法规阈值。在有AEB介入的工况2、4、6中，后仰姿态的头部3 ms加速度为82.56g，胸部压缩量为77 mm，均超过C-NCAP法规阈值。
表6展示不同工况下驾驶员颅内压力、肋骨塑性应变和心肺部压力分布。所有姿态中的颅内压力最大值均出现在大脑额叶，肋骨的骨折风险出现在胸骨和第一肋骨，心肺器官压力最大值出现在心脏上方。结合图5所示的驾驶员运动学响应，AEB的介入导致驾驶员的碰撞姿态出现左旋情况，驾驶员右侧头部先与气囊接触，因此在有AEB介入的工况2、4、6中，右侧颅脑高压力范围大于左侧。
在无AEB介入的工况1、3、5中，所有姿态胸部损伤风险大于头部，后仰姿态损伤情况最严重。3种姿态中，颅内压力分别为139.00、265.23和132.77 kPa，仅后仰姿态颅内压力超过损伤阈值，颅脑有损伤风险。所有姿态的肋骨和心肺器官均超过损伤阈值，有损伤风险。在有AEB介入的工况2、4、6中，所有姿态胸部损伤风险大于头部，前倾姿态损伤情况最严重。3种姿态中，所有姿态颅脑损伤风险均较小，但肋骨和心肺器官均超过损伤阈值，均有损伤风险。
3 讨论与分析
收起
在AEB制动过程中，选取头部质心、肩膀、胸部等部位作为驾驶员离位观测点，发现驾驶员在3种姿态下出现不同程度的前倾。与任立海等的发现相同[31]，在各部位中头部前倾位移量最大，这是由于THUMS有限元模型的颈部具有较高的仿真度[18]，能很好地模拟真实人体颈部弯曲。同时发现，上半身各部位前移量均大于下半身，这是由于约束系统作用部位很好地限制了驾驶员部位离位现象。驾驶员的盆骨处位移量较小，这是由于腹部安全带对驾驶员盆骨产生较大的安全带力，且驾驶员臀部与座椅坐垫之间摩擦力大，限制了盆骨向前位移。
在3种姿态中，标准姿态受到约束系统防护效果最佳，后仰姿态有最大的头、胸部损伤风险，这与前人的发现有一致性[32]，这是由于后仰姿态与气囊距离较远，驾驶员头、胸部错过与最佳充气状态的气囊接触，气囊被驾驶员不断挤压，最终出现内部气压不足，导致头部与转向盘发生碰撞。在AEB介入后，正常姿态的胸部伤害增加，这与崔东等[13]发现一致，但同时发现后仰姿态的头、胸部损伤风险明显降低，这是由于驾驶员在AEB作用下出现前倾，缩小了与气囊的距离，最终驾驶员头、胸部与还未泄气的气囊接触，气囊对驾驶员起到了有效防护。
在所有工况中均发现驾驶员心肺器官及肋骨的损伤较高的现象，结合安全带与胸部接触力可知，在发生猛烈碰撞时二者的接触力较大，造成驾驶员胸部相关损伤情况严重。可以通过修改安全带的结构防止安全带产生较大拉力，关于安全带结构的优化是作者后续研究的重点。
在未来智能驾驶情况下可能出现多种姿态，针对损伤风险较大的后仰姿态，可以通过控制泄气孔面积降低气囊泄气速率，从而加强气囊对驾驶员头、胸部的吸能保护效果。AEB的介入会造成驾驶员离位现象，可通过调节安全带限力值对驾驶员进行更好地约束。
本研究使用的有限元人体模型与真实人体存在一定差异，驾驶员肌肉反应会对运动学和损伤造成影响。相关研究表明，真实人体的肌肉反应对位移量和损伤情况有明显影响[32]。本研究存在一定局限性，正面碰撞下驾驶员更为详细的损伤还需进一步研究。
4 结论
收起
本研究通过使用有限元仿真软件，模拟了标准、后仰和前倾3种姿态下驾驶员运动响应，研究了AEB介入前后的驾驶员姿态变化，并分析了头部和胸部损伤情况。得到了以下结论：
（1）AEB介入会改变驾驶员的姿态，导致驾驶员出现前倾状态，且上半身各部位的前倾位移变化量明显大于下半身。
（2）对比3种姿态的损伤风险，约束系统对标准姿态保护效果最佳。在有和无AEB介入情况下，对比标准和前倾姿态，后仰姿态的头部损伤风险均最高，其中HIC15分别为817.5和626.9。
（3）3种姿态的胸部压缩量在AEB介入后分别增大了89%、115%和22%，后仰姿态胸部压缩量最高，其中肋骨和心肺器官的损伤值均大于损伤阈值，损伤风险较高。
（4）在未来自动驾驶时代，将出现更多不同的驾驶员姿态，损伤差异更为明显。同时，AEB的使用能降低驾驶员姿态的不利影响。本文的研究结果为提高汽车约束系统的优化提供理论参考。
基金
收起
  • *厦门市自然科学基金(3502Z20227223)
  • 浙江省汽车安全技术研究重点实验室基金(JYN2207Y03493)
  • 福建省技术创新重点攻关及产业化项目(2022G043)
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doi: 10.19562/j.chinasae.qcgc.2024.10.018
  • 接收时间：2023-12-21
  • 首发时间：2025-07-21
  • 出版时间：2024-10-25
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  • 收稿日期：2023-12-21
  • 修回日期：2024-03-09
基金
*厦门市自然科学基金(3502Z20227223)
浙江省汽车安全技术研究重点实验室基金(JYN2207Y03493)
福建省技术创新重点攻关及产业化项目(2022G043)
作者信息
    1. 厦门理工学院机械与汽车工程学院, 厦门 361024
    2. 福建省客车先进设计与制造重点实验室, 厦门 361024
    3. 浙江吉利汽车研究院有限公司, 宁波 315336

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韩勇，博士，教授，E-mail：。
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