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汽车安全与节能学报

汽车安全与节能学报 ›› 2020, Vol. 11 ›› Issue (2): 174-181.DOI: 10.3969/j.issn.1674-8484.2020.02.003

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车—摩托车碰撞中骑乘人员运动学响应的差异

邹铁方 1,2，王冠 1 ，胡林 1 ，武和全 1 ，刘朱紫 3   

  1. （1. 长沙理工大学 汽车与机械工程学院，长沙 410114，中国； 2. 长安大学，汽车运输安全保障技术交通行业重点实验室，西安 710064，中国； 3. 长沙民政职业技术学院 医学院，长沙 410004）
  • 收稿日期:2019-07-11 出版日期:2020-06-30 发布日期:2020-06-30
  • 作者简介:第一作者 / First author ： 邹铁方（1982—），男（汉族），湖南，教授。E-mail: tiefang@163.com。 第二作者 / Second author ： 王冠（1994—），男（汉族），湖南，硕士研究生。E-mail: 8124662@qq.com。
  • 基金资助:
    国家自然科学基金面上项目（51775056）；湖南省教育厅优秀青年项目（19B035）；汽车运输安全保障技术交通行业重点实验室开放基金 (300102220502)。

Differences in kinematic responses of motorcyclist and occupant in vehicle-motorcycle collisions

ZOU Tiefang1,2, WANG Guan1,2, HU Lin1,2, WU Hequan1,2, LIU Zhuzi3   

  1. (1. School of Automobile and Mechanical Engineering, Changsha University of Science and Technology, Changsha 410114, China; 2. Key Laboratory for Automotive Transportation Safety Enhancement Technology of the Ministry of Communication, Chang'an University, Xi'an 710064, China; 3. Medicine School of Changsha Social Work College, Changsha 410004, China)
  • Received:2019-07-11 Online:2020-06-30 Published:2020-06-30

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摘要： 为研究摩托车事故中骑车人和后座乘员运动学响应的差异，设计 294 组仿真试验，对仿真结 果进行统计分析。基于 PC-Crash 软件，选择 3 类汽车（轿车、运动型多功能车 (SUV) 和微型厢式车）、 7 种汽车速度、2 种摩托车速度及 7 种不同角度和方向的碰撞形态作为试验变量。结果表明：对 84% 的碰撞形态和 75% 汽车车型，摩托车骑、乘人员的抛距、头部碰撞时间、头部相对碰撞速度和头部 碰撞角度具有显著性差异，同时，在 12% 碰撞形态下，骑、乘人员两者具有极显著性差异；在不同 碰撞车速下，骑车人的平均抛距、头部相对碰撞速度和头部碰撞角度均高于后座乘员，后座乘员的平 均头部碰撞时间较骑车人更长。该结果可为摩托车驾乘关系判定、骑乘人员损伤防护等提供支持。

关键词: 汽车被动安全, 碰撞事故, 摩托车骑乘人员, 运动学响应, 显著性差异, PC-Crash 软件

Abstract: Some simulation tests and statistical analysis were carried out on 294 groups of vehicles that collided with motorcycles to investigate the differences in the kinematic responses of motorcyclist and rear-seat occupants in motorcycle accidents. Based on the PC-Crash software, 3 vehicle models (sedans, sport utility vehicles (SUVs), and minivans), 7 vehicle speeds, 2 motorcycles speeds and 7 kinds of collision forms with different angles and different directions were used as test variables. The results show that the throw distance, the head collision time, the relative head collision speed, and the head collision angle of motorcyclist and rear-seat occupants have significant differences for 84% of collision forms and for 75% of vehicle models, while the motorcyclist and rear-seat occupants have very significant difference for 12% collision forms. The average throw distance, the relative head collision speed, and the head collision angle of the motorcyclist are higher than those of the rear seat occupant for different collision speeds. And the average head collision time of the rear seat occupants is longer than that of the motorcyclist. The results can provide support for judging the relationship between motorcyclist and rear-seat occupants, and protecting the motorcyclist and rear-seat occupants from injuries.

Key words: automotive passive safety, collision accident, motorcyclists and backseat occupant, kinematic response, significant difference, PC-Crash software

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