含芳纶织物增强内衬复合材料气囊的静态变形过程实验研究与数值模拟

为了研究含织物增强内衬复合材料气囊的静态变形过程,针对该气囊的材料特性设计了静态实验平台,采用向囊内充入高压气体的方式对气囊膨胀变形过程进行实验研究,并使用LS-DYNA有限元分析软件对气囊膨胀过程进行建模,然后对整个实验过程进行数值模拟。根据实验结果分析了该气囊充气膨胀变形情况及变形规律,获得了气囊膨胀高度、囊内容积和压力随时间的变化情况,实验数据和数值模拟结果基本一致。     

空间卷曲折叠管充气控制展开动力学研究

充气展开管是大型空间充气展开结构的基本支撑部件,该文针对柔性卷曲折叠管,采用刚体平面运动理论分析了有无阻尼控制的展开过程,并提出了分段式充气控制体积有限元模型,模拟了空间环境下卷曲折叠管的展开动力学。最后对卷曲折叠管在阻尼控制下进行了充气展开测试,试验结果与数值模拟结果相一致。这表明:采取一定控制展开的卷曲折叠管能作为空间充气展开结构的控制展开方式;数值模拟是有效的,可为空间环境下的展开过程提供一定依据。     

着陆气囊缓冲过程数值模拟研究

目的 对某大型空降装备着陆缓冲系统的可排气型气囊缓冲过程进行数值模拟研究。方法 基于有限元方法, 建立着陆缓冲系统的有限元模型, 采用控制体积法, 利用显式动力分析软件LS-DYNA对着陆气囊的缓冲过程进行数值模拟, 分析了气囊缓冲过程中气囊内压、 气囊剩余高度和气囊排气速率等特性的变化规律, 以及气囊织布的弹性模量、 排气压力和排气口面积等主要参数变化时对气囊缓冲特性的影响规律。结果 对气囊的缓冲特性影响较大的参数为气囊的排气压力和排气口面积, 当气囊织布的弹性模量高于0.2 GPa时, 弹性模量的变化对气囊的缓冲特性影响较小。结论 研究结果可为工程人员进行气囊初始设计和对气囊缓冲过程进行模拟仿真提供参考。     

新型自充气式着陆缓冲气囊的理论分析与设计研究

目的针对目前着陆缓冲气囊充气展开方面的功能缺陷,设计研究一种新型自充气式气囊。方法详细论述气囊的结构及其自充气原理,建立气囊整体结构模型;分析气囊进气孔的结构和工作原理,并进行相关计算;最后理论分析气囊缓冲着陆过程及其缓冲性能。结果新型自充气式缓冲气囊展开时仅有1/6的体积需要自带气源充气,进气口结构能满足空投下落时气囊的自充气,实例计算得出空投载荷的最大冲击加速度只有60 m/s2,小于允许的最大冲击加速度。结论新型自充气式气囊能够大大减轻空投系统自身的重量,进气口结构能满足气囊功能要求,使空投物资受到的冲击加速度小于允许的最大值,气囊能对空投货物起到很好的缓冲保护作用。     

环形气囊地面及水下充气试验及仿真分析

为研究环形气囊在地面及水下的充气特性,对其充气过程展开试验研究和仿真分析。在地面及不同深度的水下开展了环形气囊充气试验,利用高速相机获取了充气过程的影像,并记录充气时间。建立了地面及水下环境中环形气囊充气过程的数学模型,并分析了充气深度对充气过程的影响,发现充气时间与充气深度呈明显的非线性关系。根据分析结果,提出了不同充气深度下使用不同体积气瓶的充气策略,以兼顾环形气囊充气过程的稳定性和灵活性。对比分析环形气囊充气过程的仿真结果与试验结果,发现两者的一致性较好,验证了充气过程数学模型的正确性,这可为水下充气装置的工程设计和应用提供参考。     

球形密闭容器内氢气浓度对混合 气体燃爆特性的影响

为了研究不同体积分数的氢气 空气混合气体的燃爆压力及压力上升速率,采用20 L球形容器进行实验研究,并利用Fluent软件基于Navier-Stokes方程组以及k-ε湍流模型进行数值模拟研究。通过数值模拟研究氢气燃爆过程中的压力变化、温度分布及火焰传播过程,得到的模拟结果和实验结果基本吻合。结果表明,随着氢气体积分数的增加,最大燃爆压力呈现先增大后减小的趋势,在氢气体积分数为30%时达到最大,为0.761 5 MPa;升压速率最快,为0.299 2 MPa。数值模拟获得了燃爆过程不同时刻的可燃气体组分质量浓度分布、压力场、温度场和气流速度矢量,为实际应用中防爆、抑爆提供了理论依据。     

基于ADINA模拟隔膜泵氮气包气囊工作过程

隔膜泵受结构特点影响,在工作过程中会造成进出料系统的流量和压力脉动。因此,隔膜泵采用进出料脉动虚弱系统来降低脉动影响,其中,氮气包是进出料补偿系统的核心部件,由氮气包壳体和橡胶气囊组成,通过气囊内的可压缩气体体积变化进行脉动补偿。而气囊的整个变形过程是影响其寿命的重要因素。因此,本文采用流固耦合的方法模拟气囊在充气以及承受工作压力过程的整个运动情况,确定橡胶隔膜的最大应力,以此确定隔膜是否满足寿命要求。     

钻孔爆破炮孔孔壁压力计算模型

针对钻孔爆破数值模拟过程中炮孔孔壁压力取值较为复杂的问题,通过分析炸药爆轰过程以及爆破介质的破坏和运动过程,构建了孔壁压力的简化计算模型.该模型将爆破过程分为4个阶段:炸药爆轰炮孔升压、炮孔初步弹性膨胀、孔壁裂纹张开且气体流入、介质剥离抛掷且气体逸出.通过简化分析介质的爆破破坏过程,分别确定了各阶段的持续时间.通过简化分析爆炸气体体积的变化,并基于理想气体状态方程,分别确定了各阶段孔壁压力随时间变化的数学函数.通过现场实验结果对计算模型进行了验证,计算结果与实验结果吻合情况良好.该计算模型考虑了多种因素对爆破过程的影响,又未引入难以确定的系数,方便实际应用,可用于理论分析或数值模拟中爆破荷载的取值.     

长方体形气囊隔振器试验方法及垂向刚度特性研究

气囊隔振器具有恒定工作高度下通过改变充气压力调节刚度和承载能力,以满足不同设备隔振需求的特性。分析了该特性对其性能试验方法的影响,针对气囊隔振器载荷-变形曲线呈封闭迟滞状,提出了基于多项式拟合的静刚度计算方法,采用恒定载荷激振对气囊隔振器动态性能展开试验研究,并以某型带嵌入撑条的橡胶-帘布长方体形气囊隔振器为试样,进行了静、动态性能试验。试验结果表明,长方体形气囊隔振器额定载荷以及额定载荷作用下的静刚度、动刚度与囊内充气气压之间基本成线性关系。并且,不同充气压力下,气囊隔振器与相应额定承载质量组成的系统在垂直方向上固有频率差别很小。     

圆柱筒式空投气囊缓冲模拟

目的研究某空投缓冲系统圆柱筒式气囊的缓冲过程,得出缓冲特性曲线,并校核装备冲击过载。方法基于有限元理论,利用Ansys中的显示动力学分析软件LS-DYNA建立气囊缓冲系统的有限元模型,采用粒子法,对气囊缓冲过程进行数值模拟,并与传统气囊仿真所使用的控制体积法进行对比。结果经模拟得出空投着陆缓冲过程中气囊排气口打开时间为63.4 ms,缓冲过程中的最大过载为13.3g,获得了缓冲高度、货台加速度等特性的变化规律。将气囊缓冲特性与使用传统的控制体积法仿真的结果进行了对比,排气口打开时间误差为10.7%,最大过载误差为8.6%。结论 2种方法的结果对比一致性较好,验证了粒子法进行缓冲气囊模拟的可行性,同时使用圆柱筒式气囊缓冲的最大过载满足装备空投对过载不超过20g的要求。     

Determination of pre-impact occupant postures and analysis of consequences on injury outcome--part II: biomechanical study

This paper considers pre-impact vehicle maneuvers and analyzes the resulting driver motion from their comfort seating position. Part I of this work consisted of analyzing the driver behavior during a simulated crash in a car driving simulator. The configuration of the virtual accident led to an unavoidable frontal crash with a truck. The typical response to this type of emergency event was to brace rearward into the seat and to straighten the arms against the steering wheel, or, to swerve to attempt to avoid the impacting vehicle. In a turn crossover maneuvers, the forearm is directly positioned on the airbag module at time of crash. This position represents a potential injurious situation and is investigated in this Part II.Static airbag-deployment tests were realized in collaboration with Zodiac using conventional airbag (sewn cushion, pyrotechnical system and open event) and a Hybrid III 50th Male Dummy seated with the left arm positioned in the path of the deploying airbag. These experiments were numerically reproduced with Madymo^® and the ellipsoid Hybrid III dummy model. The dummy arm interaction with airbag was correlated with experiments. Then, a numerical simulation of a frontal collision at 56 km/h was realized. The results of the computational runs put forward injurious situations when the driver's arm was in front of the steering wheel. Indeed, in this case, the arm could hit the head under airbag deployment and induced serious neck bending and violent head launching.To mitigate head and neck trauma in this out-of-position situation, an airbag prototype (bonded cushion, two pure helium cold gas generators allowing mono- or multi-stage inflating, patented silicone membrane) was proposed by Zodiac. The results of static airbag-deployment tests with conventional and prototype airbags showed a significant reduction of the maximum linear head acceleration and neck bending with airbag prototype when a dual stage inflating was ignited, due to a reduced ‘flinging’ of the arm.     

Simulation of airbag inflation processes using a coupled fluid structure approach

 This paper explores simulation techniques for airbag inflation problems using a coupled fluid structure approach. It is to be seen as an initial study on the phenomena occurring in an airbag during a so called out of position occupant impact. The problem studied in this paper is an airbag which is set to impact a head form. The head form is positioned at a very short distance from the airbag. A multi material arbitrary Lagrangian Eulerian technique in the explicit finite element code LS-DYNA is used for the fluid and it is coupled to the structure using a penalty based fluid structure contact algorithm. The results for the head form acceleration and velocity show a good agreement to experimentally obtained values. At the early stages of the inflation process a high pressure zone is found to develop between the gas inlet and the head form. Consequently the pressure difference between the inlet and the high pressure zone is too low for an a priori assumption of sonic flow at the inlet, which is a common requirement in the control volume models used in the industry today. Received: 8 February 2002 / Accepted: 4 June 2002 This work is funded by Autoliv Research and the Swedish Agency for Innovation Systems (VINOVA). The authors would like to thank Autoliv Research for test data and fruitful discussions, Dr. John Hallquist for allowing us to use LS-DYNA in this project and Dr. Lars Olovsson for invaluable help on the fluid structure coupling. In addition, we would like to thank Mr. Claes-Fredrik Lindh for helping us carry out the experiments in this investigation.     

考虑织布弹性的软着陆气囊缓冲特性研究

对缓冲气囊模型进行合理简化,从能量守恒和热力学基本方程出发,计入气囊织布弹性势能的影响,建立了缓冲气囊的物理解析分析模型,同时采用LS-DYNA对其有效性进行了验证。并基于该模型,进行了水平圆柱式气囊缓冲特性的研究。研究结果表明对于带固定排气口的水平圆柱式气囊,忽略织布弹性,得到的最大冲击过载值要比弹性织布气囊低,若织布的弹性模量小于0.2 GPa时,织布弹性对缓冲性能的影响更加突出。初始充气压力以及排气口面积对此类气囊缓冲特性同样有显著的影响。增加初始充气压力可以降低气囊缓冲过程中的最大冲击过载,但是有效载荷触地速度有所提高。排气口面积过小,释能不充分,气囊将发生反弹,排气口面积过大,能量转化不够,有效载荷触地速度较高。     

冲压式空投气囊着陆缓冲性能仿真研究

目的 以冲压式空投气囊为研究对象, 对气囊的着陆缓冲过程进行有限元仿真, 以研究其缓冲性能。方法 使用SolidWorks软件建立了气囊和装备的几何模型, 导入到有限元分析软件Ansys/LS-DYNA中划分网格, 加载并进行求解, 并用后处理软件Ls-prepost对仿真结果进行分析, 得出了气囊的体积和压力变化曲线, 以及空投装备的位移、 速度和加速度的变化曲线。结果 气囊在着陆缓冲过程中的最大压力为0.198 MPa, 空投装备的着陆冲击加速度峰值为175 m/s（ 2 17.9g）。结论 空投装备的最大冲击过载是17.9g, 装备最大过载Amax＜允许过载20g, 气囊满足性能要求。气囊内压力峰值对于气囊的设计有重要影响, 以气囊峰值压力0.198 MPa为参考标准, 在气囊材料选取和气囊加工方面要确保气囊能承受相当的峰值压力, 以避免缓冲时气囊发生爆裂。     

气囊着陆缓冲系统冲击动力学模型修正方法

针对气囊着陆缓冲系统的冲击动力学模型修正问题,首先建立了典型气囊着陆缓冲系统的冲击动力学仿真分析模型,考虑到结构动力学模型和气囊模型的相互独立性,提出对回收舱模型和气囊系统模型分别进行修正的分级修正思路;其次定义了关键点处冲击响应,解决了试验数据采样频率和试验触发不一致带来的计算结果与试验结果比较问题;就气囊着陆缓冲系统冲击动力学响应的典型特征,定义冲击响应置信因子评价计算结果与试验结果之间的吻合程度;以关键点冲击响应的试验数据与计算结果之间的误差范数作为修正目标函数,引入增广径向基函数构造修正变量关于修正目标的代理模型,将模型修正问题转换为优化问题进行求解;最后,通过典型气囊着陆缓冲系统冲击动力学试验和计算验证了所提方法的有效性。     

重装回收系统双气室气囊缓冲特性分析

为了得到气囊主要参数对缓冲特性的影响规律,利用重装的动力学方程、气体热力学基本方程和排气口流量方程建立了双气室气囊的解析模型,并采用Hyperworks对其有效性进行了验证。利用该模型对双气室气囊缓冲特性进行了研究,结果表明,初始压强、主辅气囊排气口面积以及气囊体积比对气囊缓冲特性有显著的影响。增加主气囊初始压力和气囊的体积比可以降低气囊缓冲过程中的最大冲击过载,重装触地速度有所提高;主辅气囊排气口面积过小,释能不充分,气囊将发生反弹,排气口面积过大,能量转化不够,重装触地速度较高。     

制冷剂-空气热交换器集成式数字化设计软件

为了满足采用同一仿真工具对制冷系统中常用的不同类型的换热器进行仿真,建立了一种通用的制冷剂-空气换热器三维分布参数模型,并据此开发了具有3D交互式图形界面的换热器集成式数字化仿真设计软件HXSIM。HXSIM采用统一的仿真框架对换热器进行模拟,并将翅片管、微通道管翅、丝管和板管划分为四类控制单元。且每个单元均包括制冷剂,空气和管翅(板)三个对象。并根据三个对象的结构特点和传热特性建立了相应的控制方程。为了便于用户使用,在HXSIM中采用OpenGL技术开发了界面友好的3D交互式图形界面。HXSIM对不同类型的换热器都有较高的仿真精度,实验验证表明其换热量的最大预测误差小于10%,空气侧压降的最大预测误差小于1.16 Pa。     

Investigating occupant safety through simulating the interaction between side curtain airbag deployment and an out-of-position occupant

The objective of this research is to elucidate the effect of side curtain airbag deployment on occupant injuries and safety when the occupant is either in-position or out-of-position (OOP). We used side impact vehicle collision simulations with a 1996 Dodge Neon model, which was further modified to include a side curtain airbag, a seatbelt, and a 50th percentile Hybrid III dummy. The airbag used in the study was inflated using both the uniform pressure (UP) and smooth particle hydrodynamics (SPH) methods. In-position and OOP simulations were performed to assess and establish guidelines for airbag aggressivity thresholds and occupant position versus risk of injury. Three different OOP scenarios (OOP1, OOP2, OOP3) were initially setup following the work of Lund (2003), then modified such that the dummy's head was closer to the airbag, increasing the chance of injury caused by the airbag. The resultant head acceleration as a function of time for in-position and OOP simulations shows that both UP and SPH methods produce similar peak accelerations in cases where the airbag is fully inflated prior to impact. In all cases, the head peak accelerations and the head injury criteria for simulations with an airbag were significantly lower when compared with the no airbag case, which would typically indicate that the use of an airbag results in improved occupant protection during side impact. However, in the case of OOP2 and OOP3, the neck flexion forces actually increase significantly when compared with the no airbag case. This finding indicates that the HIC and neck flexion forces criterion are in conflict and that there may be a tradeoff in terms of occupant injury/safety with a side curtain airbag that is strongly correlated to the occupant position. Consequently, this study shows that safety devices result in a significant effect on occupant injury/safety when the occupant is in OOP conditions. Moreover, in some cases, simulation results show that the side curtain airbag may not make the occupant safer. This study requires further investigation of the vehicle-specific airbag and its interaction with an occupant in various OOP conditions.