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):S68-S74. doi: 10.1080/15389588.2022.2136944.
In this research, body technology was established for side collisions with new IIHS MDB as a representative case. In the conventional body structure, most of the load received from the barrier is absorbed by bending deformation of the door beam and B-pillar, etc. For that reason, the body is subjected to large deformation before reaching the maximum load, and the deformation increases further when subjected to a high-energy collision. Therefore, the objective of this research is to create a structure that increases the load from the initiation of impact and suppresses the deformation of the car body.
An arched door beam was developed to reduce the bending moment by the axial load in the longitudinal direction generated during the deformation and to increase the load in the lateral direction. A principle equation was developed that uses the shape of the door beam as a variable. A prototype of the arched door beam was fabricated, and its performance was evaluated by an impactor test. A full-car simulation was conducted using a mass-produced sedan as a base, to which the arched door beam was added to verify the performance of the complete vehicle.
The results of the impactor tests were evaluated using the load gradient, which was defined as the generated load divided by the amount of deformation. Compared to conventional straight door beams, the load gradient was 7.1 times higher. Full-car simulation results showed that for a gasoline-powered vehicle body weight, the body load gradient of the proposed structure was 4.7 times higher, and the body deformation adjacent to the dummy shoulder was reduced by 210 mm. Spine acceleration of the dummy was reduced by 56%.
The body structure proposed in this research has the effect of increasing the load gradient and reducing body deformation and spine acceleration. It is expected to be applicable to EVs and FCVs, which require more energy absorption due to their increased vehicle weight.
以新的 IIHS MDB 为例，建立了用于侧面碰撞的车体技术。在传统车体结构中，来自壁障的大部分负载是通过门梁和 B 柱等的弯曲变形来吸收的。因此，在达到最大负载之前，车体就会发生较大的变形，而在受到高能量碰撞时，变形会进一步增加。因此，本研究的目的是创造一种结构，使冲击开始时增加负载，并抑制车体的变形。
开发了拱形门梁，以减少在变形过程中产生的轴向负载引起的弯矩，并增加横向负载。开发了一个使用门梁形状作为变量的原理方程。制造了拱形门梁的原型，并通过冲击试验对其性能进行了评估。使用批量生产的轿车作为基础，进行了全汽车模拟，在其上添加了拱形门梁，以验证整车的性能。
使用负载梯度评估冲击试验的结果，该梯度定义为产生的负载除以变形量。与传统的直门梁相比，负载梯度高 7.1 倍。全汽车模拟结果表明，对于汽油动力车体重，所提出结构的车身负载梯度高 4.7 倍，并且与模拟假人肩部相邻的车身变形减少了 210mm。假人脊柱加速度降低了 56%。
本研究提出的车身结构具有增加负载梯度、减少车身变形和脊柱加速度的效果。预计它将适用于电动汽车和燃料电池汽车，由于其车重增加，需要更多的能量吸收。
