The effect of precrash velocity reduction on occupant response using a human body finite element model

Objective: The objective of this study is to use a validated finite element model of the human body and a certified model of an anthropomorphic test dummy (ATD) to evaluate the effect of simulated precrash braking on driver kinematics, restraint loads, body loads, and computed injury criteria in 4 commonly injured body regions.

Methods: The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant (M50-O) and the Humanetics Hybrid III 50th percentile models were gravity settled in the driver position of a generic interior equipped with an advanced 3-point belt and driver airbag. Fifteen simulations per model (30 total) were conducted, including 4 scenarios at 3 severity levels: median, severe, and the U.S. New Car Assessment Program (U.S.-NCAP) and 3 extra per model with high-intensity braking. The 4 scenarios were no precollision system (no PCS), forward collision warning (FCW), FCW with prebraking assist (FCW+PBA), and FCW and PBA with autonomous precrash braking (FCW + PBA + PB). The baseline ΔV was 17, 34, and 56.4 kph for median, severe, and U.S.-NCAP scenarios, respectively, and were based on crash reconstructions from NASS/CDS. Pulses were then developed based on the assumed precrash systems equipped. Restraint properties and the generic pulse used were based on literature.

Results: In median crash severity cases, little to no risk (<10% risk for Abbreviated injury Scale [AIS] 3+) was found for all injury measures for both models. In the severe set of cases, little to no risk for AIS 3+ injury was also found for all injury measures. In NCAP cases, highest risk was typically found with No PCS and lowest with FCW + PBA + PB. In the higher intensity braking cases (1.0–1.4 g), head injury criterion (HIC), brain injury criterion (BrIC), and chest deflection injury measures increased with increased braking intensity. All other measures for these cases tended to decrease. The ATD also predicted and trended similar to the human body models predictions for both the median, severe, and NCAP cases. Forward excursion for both models decreased across median, severe, and NCAP cases and diverged from each other in cases above 1.0 g of braking intensity.

Conclusions: The addition of precrash systems simulated through reduced precrash speeds caused reductions in some injury criteria, whereas others (chest deflection, HIC, and BrIC) increased due to a modified occupant position. The human model and ATD models trended similarly in nearly all cases with greater risk indicated in the human model. These results suggest the need for integrated safety systems that have restraints that optimize the occupant's position during precrash braking and prior to impact.     

制动器用电磁体的另一种非对称磁路设计

为了获得更好地制动安全性及延长制动器寿命,针对相关文献中制动器用电磁体磁路的非对称设计方案的不足之处,提出了新的磁路形状设计,即采用开槽的方法来获得要求的非对称磁路,并对此作了理论分析。由于磁路形状复杂,采用Ansoft软件中Maxwell-3D对设计的电磁体进行磁场及其吸力的仿真计算。对仿真结果和理论分析作了对比。以此制作的样品试验结果表明,电磁体工作姿态平稳,未发现因卡死而出现摩擦力的大幅度波动。且磨损均匀,满足了工作寿命的相关要求,为电磁制动器安全制动、延长工作寿命提供了保证。     

永磁磁轨制动技术在轨道交通中的应用

介绍国外永磁制动技术在轨道交通中的应用情况;阐述旋转型永磁制动器和直线型永磁制动器的结构和工作原理;对永磁磁轨制动安装方式、控制方法、联合制动模式进行探讨。介绍了直线型永磁制动器的3种磁化形式:Halbach磁化、水平磁化和垂直磁化;运用准静态磁场分析方法,得出了各部分的磁场分布控制方程,矢量磁势A、磁感应强度B和涡流损耗的分布;从而得出了制动力的计算方法。实践证明永磁磁轨制动技术在轨道交通有着广阔的应用前景。     

前混合式磨料射流系统的容积效应及有关安全问题

前混合式磨料射流系统具有明显的容积效应。通常情况下 ,系统在停止工作压力降低时 ,磨料罐将排出约 1 L的浆液 ,在长 5 m以上的管路中淤积 ;重新工作时 ,将造成喷嘴和管路的严重磨损 ,甚至造成堵塞 ,使系统不能正常工作。为此 ,笔者提出了一种新型的射流发生系统 ,改善系统的容积效应 ,在其停止工作时 ,采用了磨料罐从上方排出清水以降低系统压力方法 ,改善磨料大量涌出和管路淤积现象 ,同时也对管接头等磨蚀引起的有关安全问题进行了讨论。     

一种新型滑动集电材料的研制及性能研究

利用粉末冶金 /挤压的方法制作了一种新型的Cu C滑动集电材料 ,并对该材料的机械物理、摩擦磨损性能进行了检测 ,结果证明该材料具有较高的抗拉强度、适中的表面硬度、较低的电阻率、优良的摩擦磨损性能 ,是一种较为优良的电力机车滑板材料。其性能测试结果和铁道部标准要求相比 ,优于铁道部标准要求。     

排气制动下汽车制动失效的坡长临界值计算

针对连续长下坡汽车王制动器失效的现象,研究了在排气制动下汽车下坡制动失效的坡长临界值问题.根据汽车主制动器制动毂温升模型,推导出在山区不同长纵坡路段,排气制动下汽车主制动器制动失效的坡长临界值,提出r伍5%、6%坡道上,采取Ⅳ档排气制动时,维持40km/h的安全稳定车速,主制动器制动失效的坡长临界值分别为3072m和1929 m,为长下坡路段交通安全设施的设计提供了理论依据.     

高速气固两相流作用下的煤化工管材冲蚀磨损行为研究

为解决煤化工业中节流阀突扩口高速气固两相流对管壁材质的冲蚀磨损问题,利用基于激波管原理驱动的气固两相流冲蚀实验装置,试验研究冲击角度、温度对煤化工管材(10#、AISI304)的冲蚀磨损规律。研究结果表明:10#、AISI304管材的冲蚀率将随着冲击角度的增加而先增大后减小;室温下,10#、AISI 304钢的最大冲蚀率均出现在15°~30°区间;随着温度的升高,10#的最大冲蚀率出现在30°~45°区间,AISI304最大冲蚀率出现在30°。10#在30°,45°冲击角度下冲蚀磨损率会随温度上升显著上升,在15°冲击角度下冲蚀磨损率反而会随温度上升而下降。AISI 304在15°,30°,45°冲击角度下,冲蚀磨损率均会随温度上升而上升;在特定条件下,10#管材的冲蚀性能将优于AISI304。     

塔里木河流域综合治理的生态效应

结合塔里木河下游输水和中游段输水堤防建设工程,在下游、中游分别设置了9个和3个地下水位和地下水化学特征监测断面,并在中游的3个断面和下游的6个典型断面进行了植物样方调查,以分析综合治理工程的实施对地下水和植被的影响.结果表明,在生态输水影响下,塔里木河下游断流河道两岸地下水位抬升显著,植被的盖度有明显增加,胡杨的当年生枝叶都表现出积极变化;塔里木河中游地区在建有输水堤防又有生态闸的断面地下水位、水质以及植被综合优势比均明显好于无生态闸断面.     

大容积无缝气瓶瓶口外螺纹修复方法及安全分析

为确定不同瓶口壁厚气瓶的外螺纹修复方式，采用数值和理论方法，通过分析外螺纹修复后气瓶的瓶体应力分布、周向转动和轴向窜动情况，对直接加工和采用热套工艺加装衬环2种瓶口外螺纹修复方式的安全性进行评价。结果表明:针对内螺纹规格为3-1/4″-8UN的气瓶，当采用直接加工方式将外螺纹修复至4-1/2″-8UN时，气瓶最大应力位于气瓶筒体上，此时气瓶可安全使用；当已修复至4-1/2″-8UN的瓶口外螺纹再次出现磨损时，直接加工的修复方式会对气瓶的安全使用造成影响，应采用热套工艺加装衬环方式修复瓶口螺纹。     

Traction performance across the life of slip-resistant footwear: Preliminary results from a longitudinal study

Introduction: Slips, trips, and falls are a major cause of injury in the workplace. Footwear is an important factor in preventing slips. Furthermore, traction performance (friction and under-shoe fluid drainage) are believed to change throughout the life of footwear. However, a paucity of data is available for how traction performance changes for naturally worn, slip-resistant footwear. Method: The presented research is a preliminary analysis from an ongoing, larger study. Participants wore slip-resistant footwear while their distance walked was monitored. Friction and under-shoe fluid pressures were measured using a robotic slip tester under a diluted glycerol contaminant condition after each month of wear for the left and right shoes. The size of the worn region was also measured. Results: Friction initially increased and then steadily decreased as the distance walked and the size of the worn region increased. Fluid pressures increased as the shoes were worn and were associated with increased walking distance and size of the worn region. Discussion: Consistent with previous research, increases in the size of the worn region are associated with increased under-shoe fluid pressures and decreased traction. These trends are presumably due to reduced fluid drainage between the shoe-floor interface when the shoe becomes worn. Conclusions: Traction performance changes with natural wear. The distance walked in the shoe and the size of the worn region may be valuable indicators for assessing loss of traction performance. Practical Applications: Current shoe replacement recommendations for slip-resistant shoes are based upon age and tread depth. This study suggests that tools measuring the size of the worn region and/or distance traveled in the shoes are appropriate alternatives for tracking traction performance loss due to shoe wear.