CAJ | 학술논문

2012版C-NCAP碰撞工况中的40％偏置碰撞的试验速度由56km／h提升至64km／h，而100％刚性壁正碰仍保持50km／h．两者之间巨大的速度差，使约束系统的匹配变得更加困难。文章通过分析2款轿车和1款运动型乘用车的碰撞工况，采用仿真和台车试验的手段对乘员约束系统进行优化设计，使车辆碰撞安全性能得到优化。指出按乘员伤害值、约束系统能耗密度及能耗功率大小选定最坏碰撞模式，依此设定约束系统参数，在另一碰撞模式中加以验证的约束系统设计方法。
2012판C-NCAP팽당공황중적40％편치팽당적시험속도유56km／h제승지64km／h，이100％강성벽정팽잉보지50km／h．량자지간거대적속도차，사약속계통적필배변득경가곤난。문장통과분석2관교차화1관운동형승용차적팽당공황，채용방진화태차시험적수단대승원약속계통진행우화설계，사차량팽당안전성능득도우화。지출안승원상해치、약속계통능모밀도급능모공솔대소선정최배팽당모식，의차설정약속계통삼수，재령일팽당모식중가이험증적약속계통설계방법。
In 2012 version of C-NCAP, crash velocity will be increased from 56 km/h to 64 km/h of 40% ODB mode, and velocity of full FRB mode is still 50 km/h. Great velocity differences make the restraint system match more difficult than before. In this paper impact condition of two cars and a SUV is analyzed. By using simulation and sled test optimization design of restraint system is condueted to optimize the vehicle erashwonhiness. It is indicated that according to occupants＇ injury, values, restraint system energy density and energy power the worst impact mode is selected, so that the estraint system parameters is determined. The design method of restraint system is validated in the other impact mode.