CN114047001A - Honeycomb aluminum barrier and design method and application thereof - Google Patents
Honeycomb aluminum barrier and design method and application thereof Download PDFInfo
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- 230000004888 barrier function Effects 0.000 title claims abstract description 147
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 title claims abstract description 46
- 229910052782 aluminium Inorganic materials 0.000 title claims abstract description 46
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- 238000013461 design Methods 0.000 title claims abstract description 24
- 238000012360 testing method Methods 0.000 claims abstract description 30
- 238000012795 verification Methods 0.000 claims abstract description 12
- 238000010521 absorption reaction Methods 0.000 claims description 61
- 230000001413 cellular effect Effects 0.000 claims description 21
- 239000000463 material Substances 0.000 claims description 18
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- 238000004806 packaging method and process Methods 0.000 claims description 13
- 238000000418 atomic force spectrum Methods 0.000 claims description 12
- 210000004027 cell Anatomy 0.000 claims description 8
- 230000003068 static effect Effects 0.000 claims description 6
- 210000002421 cell wall Anatomy 0.000 claims description 2
- 230000006835 compression Effects 0.000 claims description 2
- 238000007906 compression Methods 0.000 claims description 2
- 238000010276 construction Methods 0.000 claims description 2
- 238000005538 encapsulation Methods 0.000 claims description 2
- 230000035945 sensitivity Effects 0.000 claims description 2
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- 238000005259 measurement Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000002253 acid Substances 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 239000005030 aluminium foil Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000011888 foil Substances 0.000 description 1
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention relates to the field of vehicle collision tests, in particular to a honeycomb aluminum barrier and a design method and application thereof. The design method comprises the following steps: designing an initial barrier according to the collision stiffness of the whole front end and each area when a vehicle collides; performing a collision test on the original barrier, and verifying the mechanical property of the original barrier; designing an improved barrier according to the verification result; and performing a collision test on the improved barrier, and verifying the mechanical property of the improved barrier until the mechanical property meets the requirement. The honeycomb aluminum barrier with reliable mechanical property can be obtained by adopting the design method.
Description
Technical Field
The invention relates to the field of vehicle collision tests, in particular to a honeycomb aluminum barrier and a design method and application thereof.
Background
The side deformable barrier is used as an important testing device in a collision test, represents the rigidity level of a collision vehicle and is a main scale of the rigidity of the collision. In Europe and America, when the local region collision test standard is formulated, deformable barriers meeting the regional vehicle characteristics are developed and applied to simulate the collision accidents of the front and the side of the vehicle.
In order to reflect the road vehicle collision condition of China more truly, make the collision test result closer to reality, develop the performance development, verification and application of the cellular aluminum barrier based on Chinese characteristics, have positive social significance for improving the safety level of vehicle collision and reducing the casualty rate of passengers in actual accidents, however, a scientific method is not provided for designing the cellular aluminum barrier at present.
In view of the above, the present invention is particularly proposed.
Disclosure of Invention
The invention aims to provide a honeycomb aluminum barrier and a design method and application thereof so as to develop the honeycomb aluminum barrier with reliable mechanical property.
In order to achieve the purpose, the invention adopts the following technical scheme:
in a first aspect, the present invention provides a method for designing a cellular aluminum barrier, comprising:
designing an initial barrier according to the collision stiffness of the whole front end and each area when a vehicle collides;
performing a collision test on the original barrier, and verifying the mechanical property of the original barrier;
designing an improved barrier according to the verification result;
and performing a collision test on the improved barrier, and verifying the mechanical property of the improved barrier until the mechanical property meets the requirement.
In a second aspect, the invention provides a cellular aluminum barrier, which is obtained by adopting the design method of the cellular aluminum barrier.
In a third aspect, the present invention provides a use of the above-described honeycomb aluminum barrier in a vehicle crash test.
Compared with the prior art, the invention has the beneficial effects that:
the design method of the cellular aluminum barrier provided by the invention comprises the steps of firstly designing an original barrier according to the collision stiffness of the whole front end and each area when a vehicle collides; and verifying the mechanical property of the original barrier by an actual collision test, designing an improved barrier according to a verification result, and finally performing a collision test on the improved barrier to verify the mechanical property until the mechanical property meets the requirement, thereby completing the design of the honeycomb aluminum barrier. According to the method, the initial barrier is designed based on the collision rigidity of the whole front end and each area when the vehicle collides, so that the rigidity condition of the vehicle in actual collision can be truly reflected, and the reliability of barrier design is improved.
Further, when designing the original plate barrier, calculating collision energy and equivalent collision stress of each area to obtain honeycomb unit parameters of each area; and determining the appearance size according to the statistical data of the structure size of the front end of the vehicle type, and determining the rigidity of each layer in the barrier by combining the collision rigidity of the whole front end and each region when the vehicle collides, thereby obtaining the original barrier defined from multiple directions such as size, performance and the like.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method of designing a cellular aluminum barrier provided in example 1;
FIG. 2 is a graph of the overall average stiffness of the front end of the SUV model in embodiment 1;
fig. 3 is a graph of the average stiffness of the front end regions 1 and 3 of the SUV vehicle type in embodiment 1;
fig. 4 is a graph of the average stiffness of the front end regions 4 and 6 of the SUV vehicle model in embodiment 1;
fig. 5 is a graph of the average rigidity of the front end region 2 of the SUV vehicle type in embodiment 1;
fig. 6 is a graph of the average rigidity of the front end region 5 of the SUV vehicle type in embodiment 1;
FIG. 7 is the equivalent collision stress of each region of the front end of the SUV model in embodiment 1;
FIG. 8 is a schematic view of a cellular cell structure;
FIG. 9 is a graph of the overall stiffness of the original barrier of example 1;
FIG. 10 is a graph comparing the bulk stiffness curve of the original barrier of example 1 with the bulk theoretical stiffness curve;
FIG. 11 is a graph of the stiffness curves for the fourth and sixth energy absorbing regions of example 1 compared to the theoretical stiffness curves for regions 4 and 6;
FIG. 12 is a comparison graph of the global stiffness curve, the global theoretical stiffness curve, and the limit intervals for the enhanced barrier of example 1;
FIG. 13 is a graph comparing the stiffness curve of the sixth energy absorbing region of the enhanced barrier of example 1, the theoretical stiffness curves of regions 4 and 6, and the limit interval;
fig. 14 is an exploded view of the honeycomb aluminum barrier of example 2.
Icon: 1-a back plate; 2-an energy buffer layer; 3-a crushing layer; 4-middle package plate; 5-bumper layer rear plate; 6-a bumper layer; 7-bumper layer front plate; 401 — upper package plate; 402-lower package plate; 403-bottom package plate; 301-a first energy absorbing zone; 302-a second energy absorbing region; 303-a third energy absorbing region; 304-a fourth energy absorbing region; 305-a fifth energy absorbing region; 306-a sixth energy absorbing area.
Detailed Description
The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.
Example 1
Fig. 1 is a flowchart of a method for designing a cellular aluminum barrier according to this embodiment, where the method includes the following steps:
and S110, designing the original barrier according to the collision stiffness of the whole front end and each region when the vehicle collides.
The collision rigidity of the whole front end and each region in the vehicle collision can be tested by a real vehicle (such as an SUV vehicle) and the collision force can be calculated, and the regions are preferably divided into 6. The formula for the calculation of the impact force is as follows:
wherein, F (j), (k) wavg is the weighted average of the collision forces corresponding to the displacement points k in the divided region j; f, (j), (k) i is the collision force of the vehicle type i in the divided region j corresponding to the k displacement point, j takes the values of 1,2, 3.. 6, k takes the values of 0,5, 10.. 300 (obtained by calculating the deformation interval point of 5 mm); n is a radical ofiThe sales volume of the vehicle type i is, and the total number of the vehicle types is n. During the collision test, a vehicle is placed on a trolley at an angle of 30 degrees between the x axis of the vehicle (the x axis refers to the x axis in a vehicle coordinate system defined by GB/T19234 and is also called as the longitudinal direction) and the running direction of the trolley, the trolley impacts a force measurement wall barrier at the speed of 40km/h, the collision load of the front end of the vehicle is collected, and the average rigidity of the whole front end of the side collision honeycomb aluminum barrier and each area is calculated; wherein the force-measuring wall barrier is perpendicular to the x axis of the test vehicle. The crash stiffness profiles of the SUV vehicle front end as a whole and in various regions are shown in FIGS. 2-6.
Preferably, the designing of the preliminary version barrier according to the collision rigidity of the whole front end and each region in the vehicle collision includes:
calculating collision energy of each region according to the collision stiffness of each region at the front end of the vehicle in collision;
calculating the equivalent collision stress of each region according to the collision energy of each region and the area of each region;
determining honeycomb unit parameters of each area in the original plate barrier according to the compression stress of the honeycomb material with different honeycomb unit parameters and the equivalent collision stress of each area;
determining the appearance size of the original barrier according to the statistical data of the front end structure size of the vehicle type (such as an SUV vehicle type); the initial plate barrier is mainly composed of a bumper layer, a crushing layer and an energy buffer layer in the collision direction;
and determining the rigidity of the bumper layer, the crushing layer and the energy buffer layer according to the collision rigidity of the whole front end and each area and the appearance size when the vehicle collides.
Preferably, the collision energy of each region is calculated using the following formula:
wherein E isRegion(s)As collision energy of each region, FResultant force of areaAs a resultant force of collision of said regions, t0Time of initial contact of vehicle, t1At the moment corresponding to the crushing stroke of 300mm in the corresponding area, dn is the crushing deformation of the vehicle;
the equivalent collision stress is calculated using the following equation: σ ═ ERegion(s)and/LA (formula 2), wherein σ is the equivalent collision stress, A is the area of each region, and L takes 290-310 mm.
Table 1 shows the impact energy and the proportion of the impact energy in each zone, and the data in table 1 indicates that zones 4 and 6 are the main energy absorption zones during the impact and are to be the important focus areas for the design of the honeycomb aluminum barrier.
TABLE 1
Fig. 7 is an equivalent collision stress for each region, and it can be seen that the equivalent collision stresses for regions 4 and 6 are relatively high.
The honeycomb is formed by cementing and stretching aluminum foil.The stretched aluminum material can be formed into a honeycomb-shaped regular hexagonal cell structure by a proper cementing method, and double-layer edges exist in the hexagonal geometric structure (as shown in fig. 8). If the aluminium foil, the adhesive and the enclosed air are considered as one integral composite material, it has a strong anisotropy. In the embodiment, the static compressive stress of the honeycomb material is calculated according to the wall thickness of the regular hexagonal honeycomb unit, the side length of the unit and the yield stress of the material. The static compressive stress was calculated using the following formula: sigmam＝3.628σ0(d/l)3/2(formula 3) where σmIs static compressive stress, σ0Is the yield stress of the material, d is the cell wall thickness, and l is the cell side length.
And (3) considering the influence of the strain rate on the mechanical property of the honeycomb material to obtain the dynamic compressive stress of the honeycomb material:
wherein D, n is the plastic strain rate sensitivity index, v0Is the initial velocity at which the honeycomb material is compressed.
The compressive stress corresponding to different honeycomb parameters of the 3003 aluminum material can be estimated through the steps, and the specific details are shown in table 2.
TABLE 2
The equivalent impact stresses for each zone in fig. 7 are compared to the data in table 2 and the corresponding cell parameters are selected. Taking zone 5 as an example, the impact stress in this zone is 0.298MPa, so a material with a cell side length of 10mm and a thickness of 0.07mm, i.e., number 10, should be selected for use.
When the appearance size of the initial barrier is determined according to the statistical data of the front end structure size of the vehicle model, the whole width of the initial barrier is 1750-. The front end of the crushing layer adopts a 45-degree chamfer design and sequentially consists of a bumper layer, the crushing layer and an energy buffer layer in the collision direction. Such widths include, but are not limited to, 1750, 1780, 1800, 1820, or 1850 mm; such heights include, but are not limited to, 450, 470, 500, 520, or 550 mm; such thicknesses include, but are not limited to 540, 545, 550, 555, or 560 mm.
When the original barrier is installed on the trolley, the height of the lower end of the bumper layer from the ground is 440-. The height of the lowest end of the crushing layer and the energy buffer layer from the ground is 390-410mm (for example, 400 mm). The thickness of the crushing layer is 190-210mm (for example 200 mm); the thickness of the energy buffer layer is 240-260mm (for example, 250 mm). The front end of the crushing layer adopts a 45-degree chamfer design, and the width of the rear end face of the crushing layer is 1750-.
Preferably, the determining the rigidity of the bumper layer, the crush layer and the energy-absorbing layer based on the overall collision rigidity of the front end at the time of the vehicle collision, the collision rigidity of each region and the appearance size includes:
determining the rigidity of the bumper layer according to the integral collision rigidity of the front end and the appearance size when the vehicle collides;
determining the rigidity of the crushing layer according to the collision rigidity and the appearance size of each region;
determining the rigidity of the energy buffer layer according to the integral collision rigidity of the front end and the appearance size when the vehicle collides;
wherein the bumper layer and the energy buffer layer are designed by adopting constant rigidity; the middle area in the crushing layer adopts a constant rigidity design, and the areas on the two sides adopt a gradual rigidity design.
Preferably, the stiffness of the crush layer is determined according to the impact stiffness and the appearance size of each region as follows: and determining the rigidity of the bumper layer according to the overall front end rigidity curve before the displacement reaches 100cm when the vehicle collides and the appearance size.
The bumper layer is designed to have equal rigidity, and a front plate with the thickness of 2mm is adhered to the front end of the bumper layer. And (3) taking the collision force before the displacement of the front 100mm in the SUV front end integral rigidity curve (shown in figure 2), and calculating by adopting a formula 1 and a formula 2 according to the size of the bumper layer to obtain a stress value of 320kPa, wherein the stress value is the rigidity of the bumper layer.
The crushing layer is a main energy absorption structure in the side collision test process, is divided into 6 energy absorption areas from top to bottom and is made of No. 3003 aluminum material. Each energy absorption area consists of regular hexagonal honeycomb units, and the rigidity curve meets the rigidity curve requirements of figures 3-6: the fourth energy absorption area and the sixth energy absorption area of the lower layer correspond to the positions of the longitudinal beams of the SUV vehicle, and the hardness is relatively hard; the upper region is relatively soft. The fourth energy absorption area and the sixth energy absorption area have the same energy absorption performance, and the first energy absorption area and the third energy absorption area have the same energy absorption performance. Except that the second energy absorption area and the fifth energy absorption area adopt a constant force deformation mode, other areas adopt a gradual change force deformation mode, the honeycomb aluminum block of the corresponding area is treated by an acid corrosion process, and the honeycomb aluminum block is soft in the front and hard in the back, namely the thickness is gradually thinned from the back to the front. The front of the crushing layer is adhered with a layer of panel which is 5052H32 and has a thickness of 2 mm. The honeycomb aluminum in the six energy absorption areas is adhered to a back plate by glue, the back plate is made of 5052H32, the thickness of the back plate is 3mm, and ventilation holes are formed in the back plate. The upper mounting flange is vertical, and the lower mounting flange is bent to 90 degrees.
The above-mentioned gradient force deformation mode is as follows: the stiffness of the first energy-absorbing area, the third energy-absorbing area, the fourth energy-absorbing area and the sixth energy-absorbing area is calculated by the following formula: sigmaRegion j＝σk1+ki(σk2-σk1) L, where k isiIs the displacement value, k, in the displacement-impact force curve of the region jiTaking at least 5 values (e.g., k) between 100 and 300mmiCan be 100, 150, 200, 250 and 300mm, kiThe rigidity obtained by taking different values is different, so that the effect of rigidity gradual change is formed in each energy absorption area, kiThe more values are taken, the better the gradient effect of the rigidity is), L is the distance between the rear end face of the crushing layer and the front end face of the bumper layer, and sigma isk1Is a displacement point k1Corresponding to stress, σk2Is a displacement point k2Corresponding to the stress. For the first and third energy absorption regions, k1Is 90-110mm, sigmak140-50kPa, sigmak280-90kPa, L is 290-310 mm; for the fourth and sixth energy absorbing regions, k1Is 90-110mm, sigmak1490-510kPa, σk2645 and 655kPa, and 290 and 310 mm.
Preferably, the determining of the stiffness of the energy buffer layer according to the overall front end collision stiffness and the appearance size in the vehicle collision is as follows: and determining the rigidity of the energy buffer layer according to the displacement section of 300-450mm in the integral rigidity curve of the front end during vehicle collision and the appearance size.
The energy buffer layer is set to be equal in rigidity, according to the calculation method of the rigidity of the bumper, the collision force in the displacement interval of the front 300mm-450mm in the SUV front end overall rigidity curve (shown in figure 2) is taken, and the stress value is calculated to be 375kPa, namely the rigidity of the energy buffer layer.
And S120, performing a collision test on the original barrier, and verifying the mechanical property of the original barrier.
Preferably, the collision test is performed on the original barrier, and the verifying the mechanical property of the original barrier comprises:
adopting a trolley provided with the initial wall barrier to impact the rigid wall barrier at a collision speed to obtain a collision displacement-collision force curve and a residual thickness after collision of the whole initial wall barrier and each region;
calculating the total collision energy of the initial barrier according to the collision displacement-collision force curve of the whole initial barrier;
calculating the kinetic energy of the initial barrier according to the initial barrier mass and the collision speed;
comparing the total collision energy of the initial barrier with the kinetic energy of the initial barrier;
comparing the collision displacement-collision force curves of the whole original barrier and each area with the collision rigidity of the whole front end and each area when the vehicle collides;
comparing the post-impact residual thickness to a residual thickness tolerance.
Optionally, the collision speed is 35-40km/h, including but not limited to 35, 36, 37, 38, 39 or 40 km/h.
FIG. 9 is a graph of the overall stiffness of the original barrier (impact displacement)-impact force curve) graph, calculating the total energy of impact according to the following formula:
wherein E isnAs collision energy, t0The moment when the energy absorption area begins to contact the force measuring wall in collision, t1For the moment when the vehicle stops moving, FnIs the impact force, smeanIs the deformation of the energy absorption area.
The residual thickness after impact can be measured directly.
Optionally, the initial barrier kinetic energy is calculated using the following formula:
wherein E isKIs the kinetic energy of the original barrier, M is the mass of the original barrier, ViIs the collision velocity.
When E isn＝EkAnd when the collision energy is +/-5 percent, the total collision energy is considered to be in accordance with the requirement. Calculated, the total collision energy E of the initial barrier in this embodimentn100.61kJ, initial plate barrier kinetic energy EK104.92kJ, satisfies En＝EkRequirement of +/-5%.
When the collision displacement-collision force curve of the whole original barrier and each area is within the allowable range of the collision rigidity of the whole front end and each area during vehicle collision, the curve is considered to be in accordance with the requirement. Fig. 10 is a comparison of the overall stiffness curve (stiffness curve is also referred to as collision displacement-collision force curve) of the original barrier of the present embodiment and the overall theoretical stiffness curve (i.e., the overall stiffness curve of the front end of the vehicle in a collision), and it can be seen that the overall stiffness of the published barrier is weak, and the deviation of the collision force reaches the maximum at 150mm, which is 78 kN. Fig. 11 is a graph comparing the stiffness curves of the fourth energy-absorbing region and the sixth energy-absorbing region with the theoretical stiffness curves of the regions 4 and 6 (i.e., the stiffness curves of the front end regions 4 and 6 at the time of a vehicle collision), and similarly, the problem of a slightly smaller region stiffness was obtained, and the deviation at 180mm reached the maximum value of 37 kN. It is therefore desirable to suitably increase the rigidity of the barrier.
When the residual thickness after the collision is higher than the residual thickness tolerance, it is considered to be satisfactory. Through measurement, the residual thickness of the initial plate barrier in the embodiment after collision is 104mm, which is far less than the tolerance value of 160mm, and the thickness is not required to be adjusted.
And S130, designing an improved barrier according to the verification result.
Preferably, the designing of the retrofit barrier according to the verification result includes:
and according to the verification result, adjusting at least one of the appearance size, the rigidity of the bumper layer, the rigidity of the crushing layer or the rigidity of the energy buffer layer of the original plate barrier, or additionally installing an encapsulation plate to obtain the improved plate barrier.
The embodiment is improved according to the verification result of the original barrier as follows: considering the problem that the residual thickness after the collision test is smaller, the thickness of the energy buffer layer is increased by 50mm, and the whole thickness of the barrier is adjusted from original 540-; and meanwhile, a bumper layer rear plate with the thickness of 2mm is added at the rear end of the bumper and used for matching the rigidity of each block and the integral rigidity. In order to avoid the mutual influence of the upper honeycomb aluminum layer and the lower honeycomb aluminum layer caused by the same packaging plate, the middle packaging plate is divided into an upper part and a lower part. In order to avoid the phenomenon that the honeycomb aluminum extrudes due to the fact that the packaging plate at the lower part in front of the fifth energy absorption area is folded upwards, the packaging plate at the lower part and the packaging plate at the lower part are additionally provided with the bottom packaging plate, and the rigidity of the fifth energy absorption area is improved to be the same as that of the bumper layer, namely 320 kPa.
S140, performing a collision test on the improved barrier, and verifying the mechanical property of the improved barrier until the mechanical property meets the requirement.
The manner of the collision test and the verification of the mechanical property in this step is the same as that in S120, and therefore, the description thereof is omitted.
The total collision energy and kinetic energy of the improved barrier obtained after the improvement of S130 are 102.90kJ and 105.74kJ, and the requirements are met. The residual thickness after collision is 170mm, which is more than the residual thickness tolerance value of 160mm, and the requirement is met. FIG. 12 is a graph comparing an enhanced barrier global stiffness curve, a global theoretical stiffness curve, and a limit interval. Therefore, the overall rigidity curve of the improved barrier is close to the theoretical rigidity curve and basically accords with the trend of the theoretical curve, partial deviation exists in the initial 100mm deformation stage, the overall curve enters a limit value interval, and the overall dynamic mechanical property meets the requirement. Fig. 13 is a comparison graph of a stiffness curve of a sixth energy absorption area of the improved barrier, theoretical stiffness curves of the areas 4 and 6 and a limit interval, and it can be seen that the stiffness curve of the sixth energy absorption area is basically identical to the theoretical stiffness curves of the areas 4 and 6 and is in the limit interval, so that the dynamic mechanical property of the energy absorption area meets the requirement. The dynamic mechanical properties of other energy absorption areas are also compared and meet the requirements.
The design method of the cellular aluminum barrier comprises the steps of firstly, designing an initial plate barrier according to the collision stiffness of the whole front end and each area when a vehicle collides; and verifying the mechanical property of the original barrier by an actual collision test, designing an improved barrier according to a verification result, and finally performing a collision test on the improved barrier to verify the mechanical property until the mechanical property meets the requirement, thereby completing the design of the honeycomb aluminum barrier. According to the method, the initial barrier is designed based on the collision rigidity of the whole front end and each area when the vehicle collides, so that the rigidity condition of the vehicle in actual collision can be truly reflected, and the reliability of barrier design is improved.
Further, when designing the initial plate barrier, calculating collision energy and equivalent collision stress of each area to obtain honeycomb parameters of each area; and determining the appearance size according to the statistical data, and determining the rigidity of each layer in the barrier by combining the collision rigidity of the whole front end and each region when the vehicle collides, thereby obtaining the original barrier defined from multiple directions such as size, performance and the like.
Example 2
Referring to fig. 14, the present embodiment provides a cellular aluminum barrier, which is obtained by using the design method of the cellular aluminum barrier of embodiment 1, and the barrier sequentially includes, from back to front, a back plate 1, an energy buffer layer 2, a crushing layer 3, a middle package plate 4, a bumper layer back plate 5, a bumper layer 6, and a bumper layer front plate 7; the middle package plate 4 comprises an upper package plate 401, a lower package plate 402 and a bottom package plate 403 from top to bottom in sequence;
the crushing layer 3 comprises an upper energy absorption area and a lower energy absorption area, the upper energy absorption area is a first energy absorption area 301, a second energy absorption area 302 and a third energy absorption area 303 from left to right, and the lower energy absorption area is a fourth energy absorption area 304, a fifth energy absorption area 305 and a sixth energy absorption area 306 from left to right;
an upper encapsulating sheet 401 is arranged in front of the upper energy absorbing area, a lower encapsulating sheet 402 is arranged in front of the lower energy absorbing area, and a bottom encapsulating sheet 403 is arranged at least in front of the fifth energy absorbing area 305.
Furthermore, the total width of the barrier is 1750-. Such total widths include, but are not limited to, 1750, 1760, 1770, 1780, 1790, 1800, 1810, 1820, 1830, 1840, or 1850 mm; such overall heights include, but are not limited to, 450, 460, 470, 480, 490, 500, 510, 520, 530, 540, or 550 mm; such total thicknesses include, but are not limited to 580, 590, 600, 610, 620, 630, 640, or 650 mm; the thickness of the energy buffer layer includes, but is not limited to 290, 295, 300, 305, 310, 315, or 320 mm; the thickness of the crush layer includes, but is not limited to, 190, 195, 200, 205, 210, 215, or 220 mm; the thickness of the bumper layer includes, but is not limited to, 90, 95, 100, 105, or 110 mm.
Further, the rigidity of the bumper layer 6 is 310-330kPa, and the rigidity of the energy buffer layer 2 is 370-380 kPa; the stiffness of the second energy-absorbing region 302 in the crush layer 3 was 50-60kPa, and the stiffness of the fifth energy-absorbing region 305 was 310-330 kPa. The stiffness of the bumper layer 6 includes, but is not limited to, 310, 315, 320, 325, or 330 kPa; the stiffness of the energy buffer layer 2 includes, but is not limited to 370, 375, or 380 kPa; the stiffness of the second energy absorbing region 302 includes, but is not limited to, 50, 52, 54, 56, 58, or 60 kPa; the stiffness of the fifth energy absorbing region 305 includes, but is not limited to, 310, 315, 320, 325, or 330 kPa.
The stiffness of the first energy-absorbing area, the third energy-absorbing area, the fourth energy-absorbing area and the sixth energy-absorbing area is calculated by the following formula: sigmaRegion j＝σk1+ki(σk2-σk1) L, where k isiIs the displacement value, k, in the displacement-impact force curve of the region jiTaking at least 5 values between 100 and 300mm, L is the distance between the rear end face of the crushing layer and the front end face of the bumper layer, sigmak1Is a displacement point k1Corresponding to stress, σk2Is a displacement point k2Corresponding to the stress. For the first and third energy absorption regions, k1Is 90-110mm, sigmak140-50kPa, sigmak280-90kPa, L is 290-310 mm; for the fourth and sixth energy absorbing regions, k1Is 90-110mm, sigmak1490-510kPa, σk2645 and 655kPa, and 290 and 310 mm.
Further, the front end of the crushing layer adopts a 45-degree chamfer design, the widths of the rear end faces of the first energy absorption area, the third energy absorption area, the fourth energy absorption area and the sixth energy absorption area are 635-665mm (650 mm for example), and the widths of the rear end faces of the second energy absorption area and the fifth energy absorption area are 480-520mm (500 mm for example). The height of the upper energy absorption area is 280-320mm (300 mm for example), and the height of the lower energy absorption area is 170-230mm (200 mm for example).
Example 3
This example provides the use of the aluminum honeycomb barrier of example 2 in a vehicle crash test. The honeycomb aluminum barrier is applied to vehicle collision tests, so that the test reliability can be improved, and the safety level of vehicle collision is improved.
It should be understood that various forms of the flows shown above, reordering, adding or deleting steps, may be used. For example, the steps described in the present application may be executed in parallel, sequentially, or in different orders, as long as the desired results of the technical solutions disclosed in the present application can be achieved, and the present invention is not limited herein.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (12)
1. A method of designing a cellular aluminum barrier, comprising:
designing an initial barrier according to the collision stiffness of the whole front end and each area when a vehicle collides;
performing a collision test on the original barrier, and verifying the mechanical property of the original barrier;
designing an improved barrier according to the verification result;
and performing a collision test on the improved barrier, and verifying the mechanical property of the improved barrier until the mechanical property meets the requirement.
2. The method of claim 1, wherein the designing of the cellular aluminum barrier according to the collision rigidity of the whole front end and each region at the time of the vehicle collision comprises:
calculating collision energy of each region according to the collision stiffness of each region at the front end of the vehicle in collision;
calculating the equivalent collision stress of each region according to the collision energy of each region and the area of each region;
determining honeycomb unit parameters of each area in the original plate barrier according to the compression stress of the honeycomb material with different honeycomb unit parameters and the equivalent collision stress of each area;
determining the appearance size of the original barrier according to the statistical data of the construction size of the front end of the vehicle model; the initial plate barrier is mainly composed of a bumper layer, a crushing layer and an energy buffer layer in the collision direction;
and determining the rigidity of the bumper layer, the crushing layer and the energy buffer layer according to the collision rigidity of the whole front end and each area and the appearance size when the vehicle collides.
3. The method of claim 2, wherein the collision energy for each zone is calculated using the formula:
wherein E isRegion(s)As collision energy of each region, FResultant force of areaAs a resultant force of collision of said regions, t0Time of initial contact of vehicle, t1For the corresponding zone, the crushing stroke is 300mm corresponding to the time, dnThe vehicle crushing deformation amount;
the equivalent collision stress is calculated using the following equation: σ ═ ERegion(s)and/LA, sigma is equivalent collision stress, A is the area of each region, and L takes 290-310 mm.
4. The method as claimed in claim 2, wherein the compressive stress includes static compressive stress and dynamic compressive stress, the cell parameters include cell wall thickness and cell side length, and the compressive stress of the honeycomb material with different cell parameters is obtained by:
calculating the static compressive stress of the honeycomb material according to the wall thickness of the unit, the side length of the unit and the yield stress of the material;
and calculating the dynamic compressive stress of the honeycomb material according to the static compressive stress, the plastic strain rate sensitivity index, the unit side length and the initial speed of the honeycomb material when the honeycomb material is compressed.
5. The method of designing a cellular aluminum barrier according to claim 2, wherein the determining the rigidity of the bumper layer, the crush layer and the energy-absorbing layer based on the overall front-end crash rigidity at the time of vehicle collision, the crash rigidity of each zone, and the physical dimensions comprises:
determining the rigidity of the bumper layer according to the integral collision rigidity of the front end and the appearance size when the vehicle collides;
determining the rigidity of the crushing layer according to the collision rigidity and the appearance size of each region;
determining the rigidity of the energy buffer layer according to the integral collision rigidity of the front end and the appearance size when the vehicle collides;
wherein the bumper layer and the energy buffer layer are designed by adopting constant rigidity; the middle area in the crushing layer adopts a constant rigidity design, and the areas on the two sides adopt a gradual rigidity design.
6. The method of claim 1, wherein the crash test is performed on the original barrier, and the verifying the mechanical properties of the original barrier comprises:
adopting a trolley provided with the initial wall barrier to impact the rigid wall barrier at a collision speed to obtain a collision displacement-collision force curve and a residual thickness after collision of the whole initial wall barrier and each region;
calculating the total collision energy of the initial barrier according to the collision displacement-collision force curve of the whole initial barrier;
calculating the kinetic energy of the initial barrier according to the initial barrier mass and the collision speed;
comparing the total collision energy of the initial barrier with the kinetic energy of the initial barrier;
comparing the collision displacement-collision force curves of the whole original barrier and each area with the collision rigidity of the whole front end and each area when the vehicle collides;
comparing the post-impact residual thickness to a residual thickness tolerance.
7. The method of designing a cellular aluminum barrier according to any one of claims 1 to 6, wherein the designing of a retrofit barrier according to the validation result comprises:
and according to the verification result, adjusting at least one of the appearance size, the rigidity of the bumper layer, the rigidity of the crushing layer or the rigidity of the energy buffer layer of the original plate barrier, or additionally installing an encapsulation plate to obtain the improved plate barrier.
8. A cellular aluminum barrier obtained by the method of designing a cellular aluminum barrier according to any one of claims 1 to 7.
9. The cellular aluminum barrier of claim 8, wherein the barrier comprises, in order from back to front, a back panel, an energy buffer layer, a crush layer, a middle package panel, a bumper layer back panel, a bumper layer, and a bumper layer front panel; the middle packaging plate sequentially comprises an upper packaging plate, a lower packaging plate and a bottom packaging plate from top to bottom;
the crushing layer comprises an upper energy absorption area and a lower energy absorption area, the upper energy absorption area is a first energy absorption area, a second energy absorption area and a third energy absorption area from left to right in sequence, and the lower energy absorption area is a fourth energy absorption area, a fifth energy absorption area and a sixth energy absorption area from left to right in sequence;
the upper packaging plate is arranged in front of the upper energy absorption area, the lower packaging plate is arranged in front of the lower energy absorption area, and the bottom packaging plate is at least arranged in front of the fifth energy absorption area.
10. The honeycomb aluminum barrier of claim 9, wherein the total width of the barrier is 1750-.
11. The cellular aluminum barrier of claim 9 or 10, wherein the bumper layer has a stiffness of 310-330kPa, the energy buffer layer has a stiffness of 370-380 kPa; the rigidity of the second energy absorption area in the crushing layer is 50-60kPa, and the rigidity of the fifth energy absorption area is 310-330 kPa;
the stiffness of the first energy-absorbing area, the third energy-absorbing area, the fourth energy-absorbing area and the sixth energy-absorbing area is calculated by the following formula: sigmaRegion j＝σk1+ki(σk2-σk1) L, where k isiIs the displacement value, k, in the displacement-impact force curve of the region jiTaking at least 5 values between 100 and 300mm, L is the distance between the rear end face of the crushing layer and the front end face of the bumper layer, sigmak1Is a displacement point k1Corresponding to stress, σk2Is a displacement point k2Corresponding to the stress. For the first and third energy absorption regions, k1Is 90-110mm, sigmak140-50kPa, sigmak280-90kPa, L is 290-310 mm; for the fourth energy absorbing regionAnd a sixth energy absorption region, k1Is 90-110mm, sigmak1490-510kPa, σk2645 and 655kPa, and 290 and 310 mm.
12. Use of the cellular aluminum barrier of any one of claims 8-11 in vehicle crash testing.
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