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Article(id=1149779602727460896, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149779599254581563, articleNumber=null, orderNo=null, doi=10.19562/j.chinasae.qcgc.2025.02.011, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1719072000000, receivedDateStr=2024-06-23, revisedDate=1722960000000, revisedDateStr=2024-08-07, acceptedDate=null, acceptedDateStr=null, onlineDate=1752058419162, onlineDateStr=2025-07-09, pubDate=1740412800000, pubDateStr=2025-02-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1752058419162, onlineIssueDateStr=2025-07-09, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1752058419162, creator=13701087609, updateTime=1752058419162, updator=13701087609, issue=Issue{id=1149779599254581563, tenantId=1146029695717560320, journalId=1146120084050784272, year='2025', volume='47', issue='2', pageStart='201', pageEnd='390', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1752058418334, creator=13701087609, updateTime=1753780722751, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1157003467609956875, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149779599254581563, language=EN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1157003467609956876, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149779599254581563, language=CN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=309, endPage=314, ext={EN=ArticleExt(id=1149779602974924833, articleId=1149779602727460896, tenantId=1146029695717560320, journalId=1146120084050784272, language=EN, title=Research on Frontal Crashworthiness of Cell to Body Integrated Vehicle Structure, columnId=null, journalTitle=Automotive Engineering, columnName=null, runingTitle=null, highlight=

To enhance the passenger space and safety performance of electric vehicles，Cell to Body （CTB） technology is used to integrate batteries as structural components into the bottom of the vehicle body，which not only reduces the number of body components and connectors，but also helps to achieve the lightweight and range requirements of electric vehicles. Addressing potential collision safety issues and the risk of interrupted force transfer paths associated with the CTB structure，in this paper a frontal collision safety design process for vehicle bodies based on the CTB structure is proposed. The design method of "force decomposition-simulation analysis-test benchmarking" is adopted . Firstly，safety of the battery under frontal collision is ensured. Then，multi-level force transmission path is designed for optimization of vehicle body and the front structure of the vehicle is planned and designed based on the collision force value. The feasibility of the research method in this paper is verified through finite element simulation analysis and experiments，providing an effective design method for future vehicle body design and application.

, articleAbstract=

To enhance the passenger space and safety performance of electric vehicles, Cell to Body (CTB) technology is used to integrate batteries as structural components into the bottom of the vehicle body, which not only reduces the number of body components and connectors, but also helps to achieve the lightweight and range requirements of electric vehicles. Addressing potential collision safety issues and the risk of interrupted force transfer paths associated with the CTB structure, in this paper a frontal collision safety design process for vehicle bodies based on the CTB structure is proposed. The design method of "force decomposition-simulation analysis-test benchmarking" is adopted. Firstly, safety of the battery under frontal collision is ensured. Then, multi-level force transmission path is designed for optimization of vehicle body and the front structure of the vehicle is planned and designed based on the collision force value. The feasibility of the research method in this paper is verified through finite element simulation analysis and experiments, providing an effective design method for future vehicle body design and application.

, correspAuthors=Junfei Yan, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Yubo Lian, Bengang Yi, Hongsheng Tian, Junfei Yan, Yi Quan), CN=ArticleExt(id=1149779631512969862, articleId=1149779602727460896, tenantId=1146029695717560320, journalId=1146120084050784272, language=CN, title=基于车身电池一体化的车身正面碰撞研究*, columnId=null, journalTitle=汽车工程, columnName=null, runingTitle=null, highlight=

为进一步扩大电动汽车乘员空间并提升其安全性能，车身电池一体化技术（cell to body，CTB）将电池作为结构件集成到车身底部，不仅有效减少车身零件及连接数量，且有助于实现新能源汽车的轻量化及增加续航里程。针对CTB结构可能带来的碰撞安全问题和传力路径中断风险，本文提出了一套基于CTB结构的车身正面碰撞安全设计流程。采用“传力分解-仿真分析-试验对标”的设计方法，首先确保电池在正面碰撞中的安全性，然后设计多级传力路径以优化车身结构，并根据碰撞力值规划设计车身前部结构。通过有限元仿真分析及试验测试，验证了该方法的可行性，为未来的车身设计及应用提供了一种有效的设计方法及思路。

, articleAbstract=

为进一步扩大电动汽车乘员空间并提升其安全性能,车身电池一体化技术(cell to body,CTB)将电池作为结构件集成到车身底部,不仅有效减少车身零件及连接数量,且有助于实现新能源汽车的轻量化及增加续航里程。针对CTB结构可能带来的碰撞安全问题和传力路径中断风险,本文提出了一套基于CTB结构的车身正面碰撞安全设计流程。采用“传力分解-仿真分析-试验对标”的设计方法,首先确保电池在正面碰撞中的安全性,然后设计多级传力路径以优化车身结构,并根据碰撞力值规划设计车身前部结构。通过有限元仿真分析及试验测试,验证了该方法的可行性,为未来的车身设计及应用提供了一种有效的设计方法及思路。

, correspAuthors=闫军飞, authorNote=null, correspAuthorsNote=
闫军飞，高级工程师，E-mail：。
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Research on intergrataed design of battery pack and car body based on torsional stiffness [J]. Automotive Engineering，2023，45（4）：647-653., articleTitle=null, refAbstract=null), Reference(id=1170299585680384011, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[4], rfOrder=6, authorNames=null, journalName=null, refType=null, unstructuredReference=于爽，陈剑宇. 汽车下车身正面碰撞力的传递路径研究[J]. 汽车实用技术，2020（13）：112-113., articleTitle=null, refAbstract=null), Reference(id=1170299585739104269, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[4], rfOrder=7, authorNames=null, journalName=null, refType=null, unstructuredReference=YU S，CHEN J Y. Research on the transmission path of frontal collision of under body[J]. Automobile Applied Technology，2020（13）：112-113., articleTitle=null, refAbstract=null), Reference(id=1170299585789435919, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[5], rfOrder=8, authorNames=null, journalName=null, refType=null, unstructuredReference=胡林，谷子逸，王丹琦，等. 汽车安全性测评规程现状及趋势展望[J]. 汽车工程，2024，46（2）：187-200., articleTitle=null, refAbstract=null), Reference(id=1170299585848156177, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[5], rfOrder=9, authorNames=null, journalName=null, refType=null, unstructuredReference=HU L，GU Z Y，WANG D Q，et al. Current status and trend of automotive safety procedures/programs[J]. Automotive Engineering，2024，46（2）：187-200., articleTitle=null, refAbstract=null), Reference(id=1170299585911070739, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[6], rfOrder=10, authorNames=null, journalName=null, refType=null, unstructuredReference=舒强，王艺帆，梁元. 我国电动汽车动力电池安全标准现状及展望[J]. 汽车工程，2022，44（11）：1706-1715., articleTitle=null, refAbstract=null), Reference(id=1170299585973985301, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[6], rfOrder=11, authorNames=null, journalName=null, refType=null, unstructuredReference=SHU Q，WANG Y F，LIANG Y. Current situation and prospect of traction battery safety standards for electric vehicles in China[J]. Automotive Engineering，2022，44（11）：1706-1715., articleTitle=null, refAbstract=null), Reference(id=1170299586049482776, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[7], rfOrder=12, authorNames=null, journalName=null, refType=null, unstructuredReference=周洋. 某车型多种正面碰撞性能综合优化[D]. 重庆：重庆理工大学，2019., articleTitle=null, refAbstract=null), Reference(id=1170299586124980250, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[7], rfOrder=13, authorNames=null, journalName=null, refType=null, unstructuredReference=ZHOU Y. Optimization of multiple frontal impact crashworthiness of a certain vehicle[D]. Chongqing：Chongqing University of Technology，2019., articleTitle=null, refAbstract=null), Reference(id=1170299586183700508, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[8], rfOrder=14, authorNames=null, journalName=null, refType=null, unstructuredReference=李爽. 基于创新生态视角的新能源汽车企业技术创新效率及影响因素研究[D]. 沈阳：辽宁大学，2017., articleTitle=null, refAbstract=null), Reference(id=1170299586238226462, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, doi=null, pmid=null, pmcid=null, year=null, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[8], rfOrder=15, authorNames=null, journalName=null, refType=null, unstructuredReference=LI S. Research on the technology innovation efficiency and influencing factors of new energy automobile enterprises on the innovation ecological view[J]. Shenyang：Liaoning University，2017., articleTitle=null, refAbstract=null)], funds=[Fund(id=1170299585034462201, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, awardId=KJZD20230923114259049, language=CN, fundingSource=*深圳市科技创新局科技重大专项项目(KJZD20230923114259049), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1170299580487836589, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, xref=null, ext=[AuthorCompanyExt(id=1170299580492030894, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, companyId=1170299580487836589, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=BYD Automotive Industry Co.，Ltd.，Shenzhen 518118), AuthorCompanyExt(id=1170299580500419503, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, companyId=1170299580487836589, language=CN, 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100%正碰 【C-NCAP】
部位评估 位置 考察指标 数值
头、颈、胸 加速度评估 OLC/g 28.7
B柱加速度3 ms峰值/g 35.0
管梁 管柱安装点X/mm 0
转向管柱 管柱顶点X/mm 0
管柱顶点Y/mm -3
管柱顶点Z/mm -1
A柱 A柱LA1点X/mm 2
A柱LA2点X/mm 1
大腿 仪表台 仪表台左X/mm -1
仪表台右X/mm 10
小腿 前围板 制动踏板安装点X/mm 10
加速踏板安装点X/mm 24
制动踏板投影左T/mm 22
制动踏板投影点T/mm 31
制动踏板投影右T/mm 28
脚部空间第1排X/mm 16
脚部空间第2排X/mm 14
踏板 制动踏板中心点X/mm -2
制动踏板中心点Z/mm 15
加速踏板中心点X/mm 16
加速踏板中心点Z/mm 17
地板 脚部空间3~5排Z/mm 18
乘员姿态

前排座椅

固定点

 座椅固定点Z/mm 4
座椅固定点位移差Z/mm 5
), ArticleFig(id=1170299584862495734, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149779602727460896, language=CN, label=表1, caption=

CTB前部结构正面碰撞下前围板侵入量

, figureFileSmall=null, figureFileBig=null, tableContent=
100%正碰 【C-NCAP】
部位评估 位置 考察指标 数值
头、颈、胸 加速度评估 OLC/g 28.7
B柱加速度3 ms峰值/g 35.0
管梁 管柱安装点X/mm 0
转向管柱 管柱顶点X/mm 0
管柱顶点Y/mm -3
管柱顶点Z/mm -1
A柱 A柱LA1点X/mm 2
A柱LA2点X/mm 1
大腿 仪表台 仪表台左X/mm -1
仪表台右X/mm 10
小腿 前围板 制动踏板安装点X/mm 10
加速踏板安装点X/mm 24
制动踏板投影左T/mm 22
制动踏板投影点T/mm 31
制动踏板投影右T/mm 28
脚部空间第1排X/mm 16
脚部空间第2排X/mm 14
踏板 制动踏板中心点X/mm -2
制动踏板中心点Z/mm 15
加速踏板中心点X/mm 16
加速踏板中心点Z/mm 17
地板 脚部空间3~5排Z/mm 18
乘员姿态

前排座椅

固定点

 座椅固定点Z/mm 4
座椅固定点位移差Z/mm 5
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基于车身电池一体化的车身正面碰撞研究*
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廉玉波 , 衣本钢 , 田洪生 , 闫军飞 , 全毅
汽车工程 | 2025,47(2): 309-314
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汽车工程 | 2025, 47(2): 309-314
基于车身电池一体化的车身正面碰撞研究*
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廉玉波, 衣本钢, 田洪生, 闫军飞 , 全毅
作者信息
  • 比亚迪汽车工业有限公司，深圳 518118

通讯作者:

闫军飞，高级工程师，E-mail：。
Research on Frontal Crashworthiness of Cell to Body Integrated Vehicle Structure
Yubo Lian, Bengang Yi, Hongsheng Tian, Junfei Yan , Yi Quan
Affiliations
  • BYD Automotive Industry Co.，Ltd.，Shenzhen 518118
出版时间: 2025-02-25 doi: 10.19562/j.chinasae.qcgc.2025.02.011
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摘要
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为进一步扩大电动汽车乘员空间并提升其安全性能,车身电池一体化技术(cell to body,CTB)将电池作为结构件集成到车身底部,不仅有效减少车身零件及连接数量,且有助于实现新能源汽车的轻量化及增加续航里程。针对CTB结构可能带来的碰撞安全问题和传力路径中断风险,本文提出了一套基于CTB结构的车身正面碰撞安全设计流程。采用“传力分解-仿真分析-试验对标”的设计方法,首先确保电池在正面碰撞中的安全性,然后设计多级传力路径以优化车身结构,并根据碰撞力值规划设计车身前部结构。通过有限元仿真分析及试验测试,验证了该方法的可行性,为未来的车身设计及应用提供了一种有效的设计方法及思路。

车身电池一体化  /  力学开发设计  /  正面碰撞安全  /  刀片电池

To enhance the passenger space and safety performance of electric vehicles, Cell to Body (CTB) technology is used to integrate batteries as structural components into the bottom of the vehicle body, which not only reduces the number of body components and connectors, but also helps to achieve the lightweight and range requirements of electric vehicles. Addressing potential collision safety issues and the risk of interrupted force transfer paths associated with the CTB structure, in this paper a frontal collision safety design process for vehicle bodies based on the CTB structure is proposed. The design method of "force decomposition-simulation analysis-test benchmarking" is adopted. Firstly, safety of the battery under frontal collision is ensured. Then, multi-level force transmission path is designed for optimization of vehicle body and the front structure of the vehicle is planned and designed based on the collision force value. The feasibility of the research method in this paper is verified through finite element simulation analysis and experiments, providing an effective design method for future vehicle body design and application.

CTB  /  mechanical design  /  frontal collision safety  /  the blade-battery
廉玉波, 衣本钢, 田洪生, 闫军飞, 全毅. 基于车身电池一体化的车身正面碰撞研究*. 汽车工程, 2025 , 47 (2) : 309 -314 . DOI: 10.19562/j.chinasae.qcgc.2025.02.011
Yubo Lian, Bengang Yi, Hongsheng Tian, Junfei Yan, Yi Quan. Research on Frontal Crashworthiness of Cell to Body Integrated Vehicle Structure[J]. Automotive Engineering, 2025 , 47 (2) : 309 -314 . DOI: 10.19562/j.chinasae.qcgc.2025.02.011
正文
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前言
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随着新能源汽车的发展，传统的模组（module）电池设计方案难以在有限空间下装载更多电芯。为解决新能源汽车用户的里程焦虑，取消模组并直接将电芯集成进入电池包的无模组技术（cell to pack，CTP）应运而生[1]。高度集成化的设计不仅能提高电池能量密度，从而提高新能源车续航里程，且可减少零部件的数量，简化总装工艺，起到减轻质量、降低成本、提高效率的作用[2]。
将电池与车身或底盘融为一体的集成化设计思路随之产生，这与飞机设计中将燃料箱与机翼进行一体化设计类似。车身电池一体化技术（cell to body，CTB）将电池与车身集成为一个整体，与传统CTP方案对比，其集成性进一步提高。CTB将电池包上盖板直接与车身地板集成，除了可增大乘员舱空间、提高电池容量、提升整车刚度外[3]，其最核心的意义是车辆操控性和安全性的升级。
对于传统的燃油车，正碰时前舱前部传力由吸能盒到前纵梁，再由前纵梁分别传递到中央通道、地板纵梁和门槛梁[4]。对于纯电动车而言，由于其取消了地板纵梁，正碰时传递至前纵梁根部的力仅由中央通道和门槛梁承担，带来更大的碰撞风险。此外，对于采用CTB结构的纯电动车，由于动力电池占用的空间大，前纵梁与门槛梁之间无任何重叠量，若前纵梁与门槛梁连接刚度低，则前纵梁根部难以承受过大弯矩，这对车身结构设计提出了更高的挑战。此外电池安全是对电动汽车进行性能评价的5个标准之一[5]，须避免动力电池系统在碰撞过程中受到强烈撞击，保障高压安全[6]。
综上所述，本文针对上述难点，通过车身正碰理论力学设计、正碰仿真及试验对基于CTB结构的车身正面碰撞开展了系统性的研究，通过理论分析说明CTB结构的设计原理，从仿真计算和试验测试两方面验证了车身结构的安全性，为车辆结构设计提供了理论依据，并为新能源纯电动车的技术发展提供了新的设计思路。
1 正面碰撞力学开发设计过程
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根据中国新车评价规程（C-NCAP）管理规则（2021年版），正面100%重叠刚性壁障碰撞试验要求试验车辆以500+1 km/h的初速度，沿直线撞击固定刚性壁障，壁障与车辆正面重叠率为100%。碰撞结束后考察乘员的伤害及车身结构的变形情况。对于该工况下的车身力学开发设计主要分为4个步骤：（1）定义前部吸能空间；（2）根据空间做能量规划及力值分配；（3）确定前部主要传力路径，规划变形模式；（4）根据传力路径进行力值分解及关键结构受力分析。
首先根据车型尺寸及不可变形部件（如散热器、电机、压缩机等）的空间布置来确定吸能空间。某纯电动车y向剖视图如图1所示，可将车身前舱x向可变形空间分为4段。分别为前保险杠至防撞梁顶端的距离S 0、防撞梁顶端至散热器前表面的距离S 1、散热器后表面至电机前表面距离S 2及电机后表面至电池包顶部的距离S 3，则该纯电动车的前部总吸能空间为S = S 0 + S 1 + S 2 + S 3。
正碰工况下的碰撞能量计算公式为
E=12(M+m)⋅v2
式中：M为整备质量；m为假人配重；v为碰撞测试速度。
如图2所示，对碰撞力与变形行程进行积分可得车身吸收的能量为
E吸=∑Fi⋅Si⋅αi
式中：Fi为每段可变形空间对应部件的承力；Si为对应的变形量；αi为对应段的经验压缩系数。
根据E = E 吸联立式（1）和式（2），可得对应变形段的平均轴力。
在100%正面碰撞的工况分析时，通常将车辆前围板之前的部分即前舱部分称为吸能区。吸能区通过部件压缩和结构变形吸收掉大部分碰撞动能，仅剩余少量动能传递至乘员舱，从而减少对乘员的冲击。因此在碰撞设计初期，规划前舱的传力路径以及传力路径上结构的变形模式是设计前期应对碰撞风险的主要手段。图2为典型的车辆正面碰撞时的碰撞力与变形行程的关系示意图。由于目前纯电动车相较于燃油车质量更大，由式（1）可知，车身碰撞初始动能增加，对碰撞路径规划及碰撞路径上的力值分配提出了更高的要求。
对于纯电动车，根据车体结构、仿真分析、试验及调研统计[7]，可将碰撞纵向能量吸收路径分为：路径1，前防撞梁—>吸能盒—>象鼻子—>A柱；路径2，前防撞梁—>吸能盒—>前纵梁—>前围板下端；路径3，副防撞梁—>副吸能盒—>副车架—>电池包外框。分布示意图如图3所示。根据此传力路径，为获取最大的变形空间，可设计前纵梁及副车架的变形模式为上下折弯，如图3所示。
采用上述传力路径，基于式（2）能量组合的设计思路，将车身碰撞总能量分配至每段变形空间，将每段变形空间的平均轴力根据经验分配比例分配至3条传力路径上的部件中，以作为关键结构受力分析的参考目标，具体如图4所示。从图中可见路径2与路径3为主要的传力路径，前纵梁根部及副车架后安装点与车身连接处皆承受着较大的力，此处亦是电池与车身连接的关键部位，给CTB前部结构的设计带来了挑战。
2 CTB前部结构设计
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对于正碰工况，CTB结构前部设计既要考虑地板上部纵梁根部受力产生弯矩引起前围翻转的风险，还须考虑地板下部副车架后安装点发生变形后对电池包的挤压风险。因此，对地板下部电池包的耐撞性进行试验研究。
2.1 “刀片”电池耐撞性
在新能源纯电动车的发展过程中，电池及高压碰撞安全一直是车辆碰撞安全中至关重要的一部分[8]。业内现有的电池组结构大都通过在电池组之外增加防撞结构或吸能装置以应对碰撞安全风险。
针对电池碰撞安全问题，对比亚迪“刀片”电池的耐撞性开展了挤压试验进行验证。试验过程如图5（a）所示，首先将刀片电池固定，然后在电池端部贴上应变传感器，通过压头对电池端部进行匀速挤压。图5（b）展示了电池挤压后的形貌，可见挤压后的电池产生了较大的变形，但未出现损坏现象，并测得该电池可承受较大承载力值，足以承受正碰工况下传递到CTB前舱根部的力。通过试验验证，比亚迪“刀片”电池除可作为能量载体外，其结构强度通过防撞结构设计得到进一步的提升，具有较好的耐撞性。
2.2 车身结构前部传力路径分析
图6~图8为3种不同的前纵梁根部传力结构形式。如图6所示，该结构为传统燃油车前舱根部传力结构，即前纵梁向后延伸至地板下纵梁，地板下部有多个支撑结构。而电动车由于地板下部空间用于电池布置，原来地板下部由车身结构抵抗的碰撞力须通过其它路径传递至别处或由电池包承受。如图7所示，该结构通过在地板前部上方增加横梁结构，将力分担至车身左右两侧。如图8所示，该结构为基于CTB的车身结构前舱方案，即将车身与电池包连接在一起，将车身前纵梁的力向后分散至电池包。
分析3种结构设计，传统燃油车的传力路径如图6（a）所示，前纵梁所受力值从根部传递到门槛、地板下纵梁和前排座椅前横梁。如图6（b）所示，由于前纵梁和前地板有一定的高度差H，由前纵梁传来的轴力F 1会产生使前围板翻转的弯矩F 1·H。此时可通过地板下纵梁抵抗前纵梁产生的抗弯弯矩，设计保证下前纵梁抗弯弯矩M 1≥F 1·H，便可以防止乘员舱前围板的翻转。图7所示的结构方案虽然增加横梁可进行左右传力，但由于上部受乘员脚部限制，横梁高度有限，对于通过前纵梁根部传递的碰撞力引起的前围板翻转弯矩抵抗有限。如图8所示，该方案在前纵梁根部与电池包前端布置安装点，将前部通过电池边框与车身紧密连接，从而对车身前部提供支反力起到固定作用，产生抵抗车身翻转力矩，设计保证f · L≥F 1·H，即可防止前围板翻转，降低前舱侵入风险，其中f为电池包安装点的抵抗力，L为电池包安装点到前围板根部的x向距离。
图9~图11是3种车身结构在同等挤压载荷情况下的变形图。图10中无CTB结构的纯电动车前围板有较大的侵入量，前围板和地板均有不同程度的变形。具有地板下纵梁提供支反力的传统燃油车（图9）和具有CTB前部电池与车身集成结构的纯电动车前围板变形量极小（图11）。特别是具有CTB前部特殊设计结构的纯电动车，前纵梁根部非常稳定。
3 CTB结构设计与仿真验证
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从上节分析中可知，正面碰撞的前部传力路径采用车身与电池包相结合的形式可以有效抑制前围翻转，起到稳定乘员舱的作用。此外，试验测试结果表明“刀片”电池具有一定的抗冲击能力。因此基于CTB的车身前部结构设计如下：将前纵梁根部由前向后延伸过渡至地板平面高度，在地板平面处与下方电池包前部通过螺栓连接，电池包前部增加横向梁结构，如图12所示。该横向梁结构一方面为螺栓提供安装点，另一方面将前部传力更加均匀地分散至多个“刀片”电池单体，提高整体电池包承载能力。
对设计后的结构进行100%正面碰撞有限元仿真，仿真结果如图13和表1所示。观察前纵梁及前围板的碰撞变形图，可知前纵梁折弯后前围板非常稳定，乘员舱各个地方侵入量均满足设计要求。
4 CTB正面碰撞试验验证与优化
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为验证正碰工况下CTB前部结构设计的可行性，根据C-NCAP管理规则（2021年版）中《正面100%重叠刚性壁障碰撞试验》的内容，设计了符合规则要求的正面碰撞试验，如图14所示。图15展示了碰撞后各部位的变形情况。前纵梁变形形式与设计相符，在中部略向上折弯，乘员舱几乎不发生变形；得益于“刀片”电池的耐撞性，电池包前部受到动力总成和副车架后部的撞击后仅有轻微变形，验证了CTB结构的可靠性和该结构在正碰安全方面的优越性。
对试验结果进行分析，发现与门槛的连接处发生了焊接失效，如图16（a）所示。针对该问题再次回顾设计，CTB结构与电池包的连接虽然加强了车体自身的抗弯，但同时也将前部的碰撞力向左右传递，对于A柱和门槛的连接强度较以往车型要求更高。通过仿真分析提取此处连接强度需求，计算得到所需焊接增加个数，在第2次试验中进行改进。改进后的结构碰撞结果如图16（b）所示，焊接区域得到改善。
5 结论
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刀片电池采用全新设计，由刀片电池组成的电池包与车身进行一体化设计，不仅省去了传统固定件和其他结构件，还使电池体积利用率提升了50％。本文基于此背景条件下将CTB结构在应对车身正面碰撞时的设计进行总结。结合碰撞正向力学理论开发设计、结构对比分析和有限元仿真及试验验证，对CTB前部安全结构设计过程进行了充分剖析，验证了CTB结构的安全性，并对出现的问题进行解析，提出了优化措施，进一步完善了CTB设计，可以作为CTB技术在纯电动车搭载过程中的参考。
基金
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  • *深圳市科技创新局科技重大专项项目(KJZD20230923114259049)
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2025年第47卷第2期
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doi: 10.19562/j.chinasae.qcgc.2025.02.011
  • 接收时间：2024-06-23
  • 首发时间：2025-07-09
  • 出版时间：2025-02-25
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  • 收稿日期：2024-06-23
  • 修回日期：2024-08-07
基金
*深圳市科技创新局科技重大专项项目(KJZD20230923114259049)
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    比亚迪汽车工业有限公司，深圳 518118

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闫军飞，高级工程师，E-mail：。
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
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Genus		 种数
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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