Innovative Research Excellence, Honda R&D Co., Ltd., Tochigi, Japan.
Automoble Development Supervisory Unit, Honda Motor Co., Ltd., Tochigi, Japan.
Traffic Inj Prev. 2023;24(sup1):S75-S79. doi: 10.1080/15389588.2023.2172573.
This research focused on FMVSS301, which is required for higher energy absorption as a regulation for rear-end collisions. Since they are offset collisions, the deformation of the non-collision side frame, which does not directly contact the barrier, is less than on the collision side. The reason is that the rear bumper beam with curvature is deformed into a straight shape by the load from the barrier, resulting in an asymmetrical load distribution from the barrier that is biased toward the collision side. Therefore, the objective of this research was to construct a new bumper beam structure that reduces the difference in the load input to both frames and increases the energy absorption of the non-collision side frame.
The basic principle is to generate a counterforce against the lateral loads during transmitting the load from barrier to the frames. To achieve this, a bow-shaped rear bumper beam structure was devised. The rear bumper beam corresponds to the bow and the newly added connection plate to the string. The lateral load increase is suppressed and load distribution to the rear frame is maintained.
The designed rear bumper beam and rear components equipped with the rear bumper beam were both prepared and evaluated by drop test. With testing of the rear bumper beam, it was demonstrated that the load in the lateral direction, which conventionally generates over 80 kN, could be canceled. Tests of the rear component demonstrated that load distribution to the rear frame could be maintained, and the energy absorption of the non-collision side frame could be enhanced by 35 times. The total energy absorption of the barrier and the two frames was demonstrated to increase 2.9 times.
The bow-shaped rear bumper beam was designed to distribute the load evenly to the collision and non-collision side frames, and to deform both frames, thereby achieving a higher energy absorption of the entire vehicle body. This is expected to be applicable to electric vehicles and FCVs, which require more energy absorption with increased vehicle weight.
本研究重点关注 FMVSS301，该标准要求在后碰撞中提高能量吸收能力，因为这是一种偏置碰撞，非碰撞侧车架的变形小于碰撞侧车架。原因是带有曲率的后保险杠横梁在受到来自障碍物的负载时会变形为直线形状，导致来自障碍物的负载分布不对称，偏向碰撞侧。因此，本研究的目的是构建一种新的保险杠横梁结构，减少两个车架的负载输入差异，并提高非碰撞侧车架的能量吸收能力。
基本原理是在将负载从障碍物传递到车架时产生与横向负载相反的力。为了实现这一点，设计了一种弓形状的后保险杠横梁结构。后保险杠横梁对应于弓，新添加的连接板对应于弦。抑制了横向负载的增加，并保持了负载向后主架的分配。
设计的后保险杠横梁和配备后保险杠横梁的后部件均已准备好并通过跌落测试进行了评估。通过对后保险杠横梁的测试，证明可以抵消传统上产生超过 80kN 的横向负载。对后部件的测试表明，可以保持对后主架的负载分配，并将非碰撞侧车架的能量吸收能力提高 35 倍。证明障碍物和两个车架的总能量吸收增加了 2.9 倍。
设计了弓形状的后保险杠横梁，以均匀地将负载分配到碰撞侧和非碰撞侧车架，并使两个车架变形，从而实现整个车身更高的能量吸收能力。这有望适用于需要增加车辆重量以提高能量吸收能力的电动汽车和 FCV。
