Research of Occupant kinematics and Injury values of Hybrid III, THOR, and human FE model in Oblique Frontal Impact

2016 ◽  
Author(s):  
Masaaki Kuwahara ◽  
Tsuyoshi Yasuki ◽  
Takeki Tanoue ◽  
Ryosuke Chikazawa
Keyword(s):  
Fe Model ◽  
Frontal Impact ◽  
Hybrid Iii ◽  
Occupant Kinematics

Multidirection Validation of a Finite Element 50th Percentile Male Hybrid III Anthropomorphic Test Device for Spaceflight Applications

2019 ◽  
Vol 141 (3) ◽  
Author(s):  
Derek A. Jones ◽  
James P. Gaewsky ◽  
Mona Saffarzadeh ◽  
Jacob B. Putnam ◽  
Ashley A. Weaver ◽  
...  
Keyword(s):  
Finite Element ◽  
Injury Risk ◽  
Fe Model ◽  
Fe Modeling ◽  
Test Device ◽  
Qualitative And Quantitative ◽  
Hybrid Iii ◽  
Physical Tests ◽  
Quantitative Results ◽  
Male Hybrid

The use of anthropomorphic test devices (ATDs) for calculating injury risk of occupants in spaceflight scenarios is crucial for ensuring the safety of crewmembers. Finite element (FE) modeling of ATDs reduces cost and time in the design process. The objective of this study was to validate a Hybrid III ATD FE model using a multidirection test matrix for future spaceflight configurations. Twenty-five Hybrid III physical tests were simulated using a 50th percentile male Hybrid III FE model. The sled acceleration pulses were approximately half-sine shaped, and can be described as a combination of peak acceleration and time to reach peak (rise time). The range of peak accelerations was 10–20 G, and the rise times were 30–110 ms. Test directions were frontal (−GX), rear (GX), vertical (GZ), and lateral (GY). Simulation responses were compared to physical tests using the correlation and analysis (CORA) method. Correlations were very good to excellent and the order of best average response by direction was −GX (0.916±0.054), GZ (0.841±0.117), GX (0.792±0.145), and finally GY (0.775±0.078). Qualitative and quantitative results demonstrated the model replicated the physical ATD well and can be used for future spaceflight configuration modeling and simulation.

2204 Comparison of impact response between 3-year-old FE model and HYBRID III

2005 ◽  
Vol 2005.18 (0) ◽  
pp. 231-232
Author(s):  
Kazuya IWATA ◽  
Koji MIZUNO ◽  
Eiichi TANAKA ◽  
Sota YAMAMOTO ◽  
Nobuhiko TANAKA ◽  
...  
Keyword(s):  
Impact Response ◽  
Fe Model ◽  
Hybrid Iii

Finite element comparison of human and Hybrid III responses in a frontal impact

2015 ◽  
Vol 85 ◽  
pp. 125-156 ◽  
Author(s):  
Kerry A. Danelson ◽  
Adam J. Golman ◽  
Andrew R. Kemper ◽  
F. Scott Gayzik ◽  
H. Clay Gabler ◽  
...  
Keyword(s):  
Finite Element ◽  
Frontal Impact ◽  
Hybrid Iii

scholarly journals The Effects of Curtain Airbag on Occupant Kinematics and Injury Index in Rollover Crash

2018 ◽  
Vol 2018 ◽  
pp. 1-12
Author(s):  
Hongyun Li ◽  
Chengyue Jiang ◽  
Dong Cui ◽  
Shuang Lu
Keyword(s):  
Restraint System ◽  
Head Acceleration ◽  
Physical Test ◽  
Injury Index ◽  
Hybrid Iii ◽  
Protection Area ◽  
Occupant Injuries ◽  
Occupant Kinematics ◽  
Head And Neck Injury ◽  
Rollover Crash

Background. Occupant injuries in rollover crashes are associated with vehicle structural performance, as well as the restraint system design. For a better understanding of the occupant kinematics and injury index in certain rollover crash, it is essential to carry out dynamic vehicle rollover simulation with dummy included. Objective. This study focused on effects of curtain airbag (CAB) parameters on occupant kinematics and injury indexes in a rollover crash. Besides, optimized parameters of the CAB were proposed for the purpose of decreasing the occupant injuries in such rollover scenario. Method and Material. The vehicle motion from the physical test was introduced as the input for the numerical simulation, and the 50% Hybrid III dummy model from the MADYMO database was imported into a simulation model. The restraint system, including a validated CAB module, was introduced for occupant kinematics simulation and injury evaluation. TTF setting, maximum inflator pressure, and protection area of the CAB were analysed. Results. After introducing the curtain airbag, the maximum head acceleration was reduced from 91.60 g to 49.52 g, and the neck Mx and neck Fz were reduced significantly. Among these CAB parameters, the TTF setting had the largest effect on the head acceleration which could reduce 8.6 g furthermore after optimization. The neck Fz was decreased from 3766.48 N to 2571.77 N after optimization of CAB protection area. Conclusions. Avoiding hard contact is critical for the occupant protection in the rollover crashes. The simulation results indicated that occupant kinematics and certain injury indexes were improved with the help of CAB in such rollover scenario. Appropriate TTF setting and inflator selection could benefit occupant kinematics and injury indexes. Besides, it was advised to optimize the curtain airbag thickness around the head contact area to improve head and neck injury indexes.

Structure Improvement of the S Beam Based on the Safety of SUV

2010 ◽  
Vol 34-35 ◽  
pp. 675-680
Author(s):  
Jun Wu ◽  
Li Bo Cao ◽  
Tian Zhi Chen ◽  
Chen Chen Hu ◽  
Bing Hui Jiang ◽  
...  
Keyword(s):  
Rigid Body ◽  
Crash Test ◽  
Fe Model ◽  
Frontal Impact ◽  
Frontal Crash ◽  
Occupant Protection ◽  
Body Model ◽  
Crash Safety ◽  
Rigid Body Model ◽  
Structure Improvement

The S beam of a production SUV appeared instable deformation in frontal crash test, which was not beneficial to occupant protection. So the deformation of S beam should be controlled to improve the crashworthiness. Inner improvement structures were proposed according to the prototype S beam. A frontal crash FE model and a multi-rigid body model were developed and validated to investigate the crash safety of frontal impact. The influences of the improvements to the deformation of S beam and the energy absorption of longitudinal beams were analyzed by the FE model, and the injury risks of head and thoraces were analyzed by the multi-rigid body model. The better improvement structure was adopted in the frame for the crash test to validate the effectiveness of improved scheme, and the result shows better crash performance of frontal impact for prototype vehicle. Meanwhile, simulation study on crash safety of 40% offset crash were also conducted, which indicated that improved scheme was also beneficial for crash safety of 40% offset crash.

Further Validation of the Ford Human Body FE Model and Use of the Model to Investigate the Effects of Shoulder Belt Force Limiting of 3-Point and 4-Point Restraints in Frontal Impact

2008 ◽  
Author(s):  
Raed E. El-Jawahri ◽  
Jesse S. Ruan ◽  
Stephen W. Rouhana ◽  
Saeed D. Barbat ◽  
Priya Prasad
Keyword(s):  
Human Body ◽  
Ford Motor Company ◽  
Steering Wheel ◽  
Point System ◽  
Fe Model ◽  
Frontal Impact ◽  
Frontal Impacts ◽  
Vehicle Structure ◽  
Impact Simulations ◽  
The Impact

Ford Motor Company human body FE model was validated against 3-point & 4-point belted PMHS tests in frontal impact and PMHS knee impact. The chest deflection, chest acceleration, and belt force in frontal impact simulations were compared with the PMHS test data, while the impact force, femur acceleration, pelvis acceleration, and sacrum acceleration of the knee impact simulations were compared with the respective corridors from PMHS tests. The model used represents a 50th percentile adult male. It was used to study the effects of shoulder belt force limit on 3-point and 4-point restrained occupants in frontal impacts without airbags. A 25 g pulse and a shoulder belt load limit of 1, 2, 3, 4, 6, and 8 kN were used for the 3-point and 4-point restraint systems with a rigid steering wheel, front header, and windshield of a stiffer larger vehicle structure. The results showed that the head acceleration and the chest deflection of the 4-point belt system are less than the respective cases of the 3-point system while the chest acceleration levels were about the same in 3-point and 4-point belt. The mid-shaft femur forces were always higher in the 4-point belt than those of the 3-point belt.

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