Low-speed collision optimization design of composite bumper
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摘要: 复合材料由于其较高的比刚度、比强度而成为重要的轻量化材料，推广其在汽车上的应用可有效缓解当前人类面临的环境污染和能源短缺问题。基于某款汽车铝合金前防撞梁，开展了复合材料替代设计，可实现减重27%，并采用碳纤维湿法模压成型工艺进行制备后，进行了RCAR标准下正面40%重叠碰撞实验；同时，利用有限元软件LS-DYNA构建了复合材料前防撞梁数值模型，验证后基于该模型进一步对吸能盒壁厚、复合材料梁铺层厚度、铺层方式等参数进了探讨，发现吸能盒壁厚对于防撞梁的耐撞性较关键，而引入仿生螺旋铺层设计可进一步提升能量吸收特性。此外，同等质量下的复合材料防撞梁综合性能被证明较金属防撞梁更加优异。Abstract: Composites are termed as important lightweight materials because of their high specific stiffness and strength. The application of composites in automotive industry can be one effective way to reduce environmental pollution and energy shortages. A composites bumper, which is 27% lighter than the aluminum counterpart, was designed and fabricated using wet compression molding with carbon fiber. Then, 40% frontal collision following RCAR standard were performed on these bumpers. Meanwhile, the finite element models were built up in LS-DYNA and used for parameter discussion after validation. The thickness of energy absorption box can increase the crashworthiness of the bumper, while the energy absorption capability can be enhanced after introducing a bioinspired helicoidal fiber arrangement. Also, the composites bumper is demonstrated to outperform the metal one under the same weight.
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Key words:
- composites /
- lightweight /
- bumper /
- wet compression molding /
- low-speed collision
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图 3 复合材料防撞梁的湿法模压成形示意图
Figure 3. Schematic diagrams of wet compression molding of composite bumper
图 5 复合材料防撞梁与铝合金吸能盒装配示意图
Figure 5. Assembly diagram of composite bumper and aluminium alloy energy absorbing box
图 6 RCAR标准正面40%重叠碰撞示意图
Figure 6. Schematic of 40% frontal crash of RCAR standard
U—40% overlap; B—Vehicle width(front); R—150 mm; F—Test vehicle; A—10°
图 7 RCAR标准正面40%重叠碰撞前实验图像
Figure 7. Experimental photo before the collision of 40% frontal crash of RCAR standard
图 8 RCAR标准正面40%碰撞后复合材料防撞梁与铝合金吸能盒图像
Figure 8. Experimental photos of composite bumper and aluminum alloy energy absorption box after the collision of 40% frontal crash of RCAR standard
图 9 复合材料防撞梁的RCAR标准正面40%碰撞有限元模型
Figure 9. Finite element model of composite bumper for 40% frontal crash of RCAR standard
图 10 不同时刻复合材料防撞梁模型与实验变形结果对比
Figure 10. Comparison of deformation results of composite bumper between models and experiments at different time
图 11 复合材料防撞梁力-时间曲线模拟与实验对比
Figure 11. Comparison of force-time curves of simulation and experiment for composite bumper
图 12 复合材料防撞梁完整力-时间曲线模拟结果
Figure 12. Complete force-time curves of simulation for composite bumper
图 13 不同吸能盒壁厚的复合材料防撞梁支反力-时间模拟曲线对比
Figure 13. Comparison of simulated force-time curves of composite bumpers with different thickness of energy absorption box
图 14 复合材料防撞梁正面100%重叠碰撞有限元模型
Figure 14. Finite element model of composite bumper of 100% frontal collision
图 15 钢制梁与复合材料梁的支反力-时间模拟结果对比
Figure 15. Comparison of simulation force-time curve between steel bumper and composite bumper
表 1 碰撞器和车身材料参数
Table 1. Parameters of impactor and car
Parameter Collision Car Density ρ/(g·cm−3) 7.85 1.036 Modulus E/GPa 210 210 Poisson’s ratio 0.3 0.3 
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表 2 吸能盒和传感器参数
Table 2. Parameters of crash box and sensor
Parameter Crash box Sensor Density ρ/(g·cm−3) 2.70 7.85 Modulus E/GPa 69 210 Poisson’s ratio 0.33 0.3 Yield stress σ/MPa 105 355
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表 3 碳纤维增强环氧树脂复合材料的力学性能
Table 3. Mechanical properties of carbon fiber reinforced epoxy composites
Parameter Value Density ρ/(g·cm−3) 1.5×10−6 Longitudinal tensile modulus Ea/GPa 127 Transverse tensile modulus Eb /GPa 8.41 In-plane shear modulus Gab/GPa 4.21 Principal Poisson’s ratio 0.309 Sub Poisson’s ratio 0.0205 Longitudinal tensile strength Xt/GPa 2.2 Longitudinal compressive strength Xc/GPa 1.47 Transverse tensile strength Yt/GPa 0.049 Transverse compressive strength Yc/GPa 0.199 In-plane shear strength Sc/GPa 0.154
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表 4 三种铺层数的复合材料防撞梁关键参数仿真结果对比
Table 4. Comparison of simulation results of key parameters of composite bumpers with three laying methods
Number of layer Maximum force/kN Maximum displacement/mm Energy absorption/J Specific energy absorption/(J·kg−1) 12 27.8 78.9 4462 2617 24 47.9 49.0 5850 2145 36 92.4 40.1 6732 1795
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表 5 四种铺层方式的复合材料防撞梁关键参数仿真结果对比
Table 5. Comparison of simulation results of key parameters of composite bumpers with four laying methods
Stacking mode Maximum force/kN Maximum displacement/mm Energy absorption/J Specific energy absorption/(J·kg−1) Case I 27.8 78.9 4462 2617 Case II 26.3 84.6 2597 1523 Case III 23.7 94.8 3105 1821 Case IV 39.1 78.1 4573 2682 Notes: Case I—[45/0/0/0/−45/0/0/−45/0/0/0/45]; Case II—[0]12; Case III—[90]12; Case IV—[0/36/72/−72/−36/0/0/−36/−72/72/36/0].
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表 6 钢制梁与复合材料梁的关键参数仿真结果对比
Table 6. Comparison of simulation results of key parameters between steel bumper and composite bumper
Material Maximum force/kN Maximum displacement/mm Energy absorption/J Specific energy absorption/(J·kg−1) Steel 25.2 92.2 2843 1667 Composite 27.8 78.9 4462 2617
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