Figure2.1 Composite structure, aluminum/composite front sub-frame, and exterior panels
Figure2.2 Composite safety cell exploded view
2.1.2 Material selection
The materials used in the design of the passenger safety cell are predominantly intermediate modulus PAN based carbon fiber and low-viscosity nylon 12 laurolactam
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thermoplastic. To improve processability, long discontinuous fiber (LDF) carbon is used. Compared with continuous fiber, LDF allows greater formability of the part without crimping or buckling because the preform can stretch during processing. Yet the fibers are long enough to maintain near-continuous-fiber levels of stiffness in the final part. 2.1.3 Part design
Each part is designed for low-cost fabrication and assembly. All parts exploit global complexity rather than including local complexity. For instance, while the components have complex surface geometry, the components are relatively shallow with few sharp bends or deep draws, minimizing tooling cost, enhancing repeatability, and eliminating the need for labor-intensive pre- and post-process steps. Even though the geometry of each individual part is relatively simple, the parts combine to form a complete structure with all of the necessary complexity and geometry. 2.2 Structural analysis
Both static structural and dynamic crash analyses were performed on the Revolution. The static analyses indicate a bending stiffness of 14,470 N/mm and a torsional stiffness of 38,490 N?m/deg—both figures greater than 50 % stiffer than premium sports sedans. In terms of crash performance, the Revolution relies on a combination of the energy absorbing properties of aluminum and the strength of carbon composites to achieve levels of safety comparable to—and in many crash scenarios, exceeding—those of heavier vehicles. For instance, in front-end collisions, computer analyses indicate that the Revolution would surpass U.S. Federal Motor Vehicle Safety Standards (FMVSS) for a 48-km/h fixed-barrier collision even at speeds up to 56 km/h. Additionally, the damage from a front-end collision up to 56 km/h would be contained within the aluminum front sub-frame without any damage to the carbon-fiber safety cell, facilitating occupant extrication after a crash and simplifying repair. In a head-on collision with a vehicle up to twice its mass, each traveling up to 48 km/h, the Revolution is designed to meet FMVSS 48-km/h fixed-barrier head-on standards. Thus, the Revolution’s crash structures would successfully absorb the extra kinetic energy transferred to it during a head-on collision due to its lightness relative to its collision partner without
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compromising passenger safety.
Figure2.3 56-km/h fixed barrier front-end collision results
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Revolution燃料电池汽车(车身部分)
1 绪论
1.1 Revolution燃料电池汽车简介
近年来，燃料电池汽车的迅猛发展和商业化的推进席卷了整个世界，其高效节能，
以及零排放或接近零排放的良好环境性能，使之成为当今世界能源和交通领域开发的热点。随着国际各大汽车厂商和石油巨头的积极参与，从资金到技术的大力投入，燃料电池汽车已走出实验室，开始商业化旅程。很多专家更是乐观地认为，燃料电池汽车将引发汽车工业的革命，最终取代传统内燃机车成为主流。
Revolution燃料电池汽车（图1.1）是由Hypercar内部研发的，用来证明着眼于效率和轻便的汽车整体设计所带来的特点，即技术上的可行性和社会、消费等有竞争力的效益。它被设计出来在燃油经济性和尾气排放方面寻求突破，符合美国和欧洲机动车辆安全标准，同时也满足严谨的成套的产品要求，即容纳5个乘客的运动型的拥有在5年内能够以有竞争力的成本大量生产的汽车细分市场。（图1.2）
图1.1 Revolution燃料电池汽车
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图1.2 Revolution实体模型和包装布局图
1.2 Revolution燃料电池汽车的先进技术
Revolution结合了集轻便，热空气动力，电力和化氢燃料电池推进系统于一体的有效设计来传递史无前例的组合式功能：
? 拥有与Lexus RX-300相近包装的5个成人座位 ? 1.95平方米拥有折叠式后座的货仓
? 2.38L/100km（42km/L,99mpg）用压缩 345-bar气态氢燃料 ? 3.4公斤的氢的范围 ? 汽车排气管零排放 ? 8.3秒内加速0到100km/h
? 车身在10km/h内的冲击碰撞没有损坏 ? 数码牵引力和车辆稳定性控制的四轮驱动
? 地面间隙通过半悬架系统可以从13cm调到20cm，以适应负重，速度和车辆的重心和
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