某电动汽车正面碰撞安全性能仿真分析

廖伟，王金波^*，张卫海，杜庭炜

山东交通学院汽车工程学院，山东 济南  250357

摘要：为准确评价车辆正面碰撞过程中的安全性能，以某汽车为例，采用CATIA建立整车几何模型，ANSA进行模型前处理，LS-DYNA进行求解计算，HyperView进行模型后处理及数据分析，仿真分析该车正面碰撞试验过程中前防撞梁、吸能盒、前纵梁总成、前围板及电池包的变形。结果表明：左右两侧B柱最大加速度分别为67.325g（g为自由落体加速度）、62.213g，均符合标准中两侧最大加速度不超过72g的要求；吸能盒最大吸能处位于前端，其最大位移为465.281 mm，有效吸收碰撞能量；前纵梁总成吸收21 kJ的能量，约占总碰撞能量的27%，吸能效果良好；前围板最大变形为24.80 mm，未侵入乘员舱，保障驾乘人员安全；电池包支架最大变形为0.17 mm，小于材料变形阈值（0.20 mm），满足评价要求。

关键词：正面碰撞；安全性能；B柱加速度；变形

Simulation analysis of frontal collision safety performance for an electric vehicle

LIAO Wei，WANG Jinbo^*, ZHANG Weihai, DU Tingwei

School of Automotive Engineering, Shandong Jiaotong University, Jinan 250357, China

Abstract: In order to accurately evaluate the safety performance of a passenger car during a frontal collision, a geometric model of the vehicle is established using CATIA software, and the model is preprocessed using ANSA simulation software. LS-DYNA solver is used to for calculation, and HyperView is used for post-processing and data analysis. The deformation of the front crash beam, energy absorbing box, front longitudinal beam assembly, front wall panel and battery pack during the frontal collision test of the vehicle is simulated and analyzed. The results show that the maximum acceleration of the B-pillars on the left and right sides is 67.325g (g is the free fall acceleration) and 62.213g, respectively, both of them meet the standard requirement that the maximum acceleration on both sides should not exceed 72g. The maximum energy absorption point of the energy absorbing box is located at the front end, with a maximum displacement of 465.281 mm, effectively absorbing collision energy. The front longitudinal beam assembly absorbs energy of 21 kJ, accounting for approximately 27% of the total collision energy, and has a good energy absorption effect. The maximum deformation of the front panel is 24.80 mm, which does not invade the passenger compartment and ensures the safety of the driver and passengers. The maximum deformation of the battery pack bracket is 0.17 mm, which is less than the material deformation threshold (0.20 mm) and meets the evaluation requirements.

Keywords: frontal collision; safety performance; B-pillar acceleration; deformation