Okamoto Yutaka, Sugimoto Tomiji, Enomoto Koji, Kikuchi Junichi
Honda R&D Co, Ltd, Tochigi R&D Center, Tochigi, Japan.
Traffic Inj Prev. 2003 Mar;4(1):74-82. doi: 10.1080/15389580309856.
For the evaluation of pedestrian protection, the European Enhanced Vehicle-Safety Committee Working Group 17 report is now commonly used. In the evaluation of head injuries, the report takes into account only the hood area of the vehicle. But recent pedestrian accident data has shown the injury source for head injury changing to the windshield and A-pillar from the hood. The head contact points are considered to fall on a parallel to the front shape of the vehicle along the lateral direction, but the rigidity of the outer side construction is different from the center area. The purpose of this study is to consider the reason for the change in injury source for recent vehicle models. The head contact points and contact conditions, speed and angle, are thought to be influenced not only by the vehicle's geometry, but also its construction (rigidity). In this study, vehicle-pedestrian impact simulations were calculated with a finite element model for several hitting positions, including the outer side areas. Full dummy sled tests were conducted to confirm the simulation results. These results show that, for impacts at the outer sides of the vehicle, the head contact points are more rearward than at the vehicle center. In addition, the speed and angle of the head contact were found to be influenced by the pedestrian height.
在行人保护评估方面，目前普遍采用欧洲增强车辆安全委员会第17工作组的报告。在头部损伤评估中，该报告仅考虑车辆的发动机罩区域。但近期的行人事故数据显示，头部损伤的致伤源已从发动机罩转变为挡风玻璃和A柱。头部接触点被认为沿横向落在与车辆前部形状平行的位置，但外侧结构的刚度与中心区域不同。本研究的目的是探究近期车型致伤源变化的原因。头部接触点和接触条件、速度和角度，被认为不仅受车辆几何形状的影响，还受其结构（刚度）的影响。在本研究中，使用有限元模型针对包括外侧区域在内的多个撞击位置进行了车辆与行人碰撞模拟。进行了全尺寸假人滑车试验以验证模拟结果。这些结果表明，对于车辆外侧的撞击，头部接触点比车辆中心更靠后。此外，发现头部接触的速度和角度受行人身高的影响。
