Mobile Deformable Barrier for Lateral Collision Testing-A Contribution Toward a Harmonization of Future Side Impact Performance Requirements

1984 ◽  
Author(s):  
Günter Klaus ◽  
Ruprecht Sinnhuber ◽  
Günter Hoffmann
Keyword(s):  
Side Impact ◽  
Impact Performance ◽  
Performance Requirements

The Analysis and Improvement for Side Impact of Car Body Structure

2013 ◽  
Vol 456 ◽  
pp. 38-42
Author(s):  
Ai Hong Gong ◽  
Ming Mao Hu
Keyword(s):  
Side Impact ◽  
Fe Model ◽  
Body Structure ◽  
Impact Performance ◽  
Car Body ◽  
Euro Ncap ◽  
Virtual Test ◽  
Structure Improvement ◽  
Moving Deformable Barrier ◽  
The Impact

Based on the finite element (FE) model and Moving Deformable barrier (MDB) model of a car side impact, the virtual test of the side impact was conducted with HYPERWORK software according to Euro-NCAP regulation. Then the impact performance was evaluated in both deformation and response curve of the car body, and the problem of the crashworthiness in designing the side structure was analyzed. Finally, the structure improvement with CATIA for the side crashworthiness was proposed. Keywords: CAE analyze, Side impact, Improvement

Target Setting for Vehicle Side Impact Using a Statistical Approach

2002 ◽  
Author(s):  
Anindya Deb ◽  
Nripen K. Saha
Keyword(s):  
Structural Response ◽  
Side Impact ◽  
Crash Test ◽  
Limited Information ◽  
Target Setting ◽  
Impact Performance ◽  
Vehicle Structure ◽  
Crash Test Dummy ◽  
Side Crash ◽  
Moving Deformable Barrier

Designing a vehicle for superior side impact performance is an important consideration in automotive product development. The challenges involved in this design are many as side impact is a relatively short duration event and interaction between the crash test dummy and vehicle side structure including side airbag (if present) is involved, and engagement of the moving deformable barrier with the stiffer underbody of a car may not always take place (unlike in the case of frontal NCAP test in which the front rails will necessarily play a major role in energy-absorption). The safety engineer nevertheless has to set targets for relevant side crash-related variables in the initial phase of design when very limited information on vehicle structure is available. As shown in the present study, linear regression-based relationships can be utilized for setting quantitative targets for structural response and packaging-related variables for side impact safety design of a new vehicle.

Impact Performance of the G4(1W) and G4(2W) Guardrail Systems: Comparison Under NCHRP Report 350 Test 3-11 Conditions

2000 ◽  
Vol 1720 (1) ◽  
pp. 7-18 ◽  
Author(s):  
Chuck A. Plaxico ◽  
Malcolm H. Ray ◽  
Kamarajugadda Hiranmayee
Keyword(s):  
The United States ◽  
Full Scale ◽  
Nonlinear Finite Element ◽  
Crash Test ◽  
Test Vehicle ◽  
Element Analysis ◽  
Impact Performance ◽  
Performance Requirements ◽  
The Impact ◽  
Standard Techniques

Several types of strong-post W-beam guardrails are used in the United States. Usually the only difference between one type of strong-post W-beam guardrail and another is the choice of post and block-out types. The impact performance of two very similar strong-post W-beam guardrails are compared—the G4(2W), which uses a 150×200 mm wood post and the G4(1W), which uses a 200×200 mm wood post. Although G4(2W) is used in numerous states, G4(1W) is now common only in the state of Iowa. The performance of the two guardrails has been presumed equal, but only one full-scale crash test has been performed on G4(1W) and that was over 30 years ago, using a now-obsolete test vehicle. The nonlinear finite element analysis program LS-DYNA was used to evaluate the crashworthiness of the two guardrails. The G4(2W) guardrail model was validated with the results of a full-scale crash test. A model of the G4(1W) guardrail system was developed, and the deflection, vehicle redirection, and occupant risk factors of the two guardrails were compared. The impact performance of the two guardrails was quantitatively compared using standard techniques. The analysis results indicate similar collision performance for G4(1W) and G4(2W) and show that both satisfy NCHRP Report 350 Test 3-11 safety performance requirements.

Side Impact Performance of Structurally Integrated Space Frame Doors

2012 ◽  
Author(s):  
Mohamed E. M. El-Sayed
Keyword(s):  
Spinal Cord Injuries ◽  
Side Impact ◽  
Vehicle Body ◽  
Body Structure ◽  
Space Frame ◽  
Impact Performance ◽  
The Road ◽  
Side Impacts ◽  
Structural Weakness ◽  
On The Road

About 8,000 fatalities and 69,000 serious to critical injuries occur in side impacts every year in U.S. Severe head trauma and spinal cord injuries are directly related to the extent of penetration or intrusion into the occupant’s space. In side impact crashes, lack of a strong side structure reduces the ability of the impacted vehicle to safely respond to the impacting vehicle or object. This structural weakness causes massive injuries to the occupant due to the excessive side intrusion. With the increasing number of larger and heavier vehicle such as SUVs on the road and the higher probability of being impacted by one, the need for side impact protective measures is becoming more critical. The main difficulty in designing for side impact collisions is the limited structure and energy absorption zone between the impacting vehicle and the impacted occupant. This paper discusses side impact occupant safety of space frame doors and their integration with vehicle body structure. The main objective is to explore the effect of space frame doors utilization on side intrusion and occupant response criteria. To study the effect, side impact crash tests of un-integrated and integrated space frame doors, with the vehicle body structure, are conducted.

Establishing the Performance Requirements of Rail Vehicle Glazed Bodyside Units: A Suppliers Perspective

2010 ◽  
Author(s):  
Chris Hogg ◽  
Peter Matthews
Keyword(s):  
Side Impact ◽  
Railway Vehicles ◽  
Safety Standards ◽  
Performance Requirements ◽  
Produce Glass ◽  
Witness Statements ◽  
Conducting Research ◽  
Improved Design ◽  
Existing Frames ◽  
The Cost

In the last 7 significant accidents on the railways in GB there have been 60 passenger fatalities. 14 of these have been caused by ejection (passengers being thrown from the train during the course of the collision). One additional fatality was attributed to an object entering the carriage through the train window. In total there have been 26 ejections with over 50% resulting in fatality. The trend has been towards higher speed incidents involving vehicles overturning. The authority responsible for setting Safety Standards and, conducting research on behalf of the Train Operators and Stakeholders in GB’s railways is the Rail Safety and Standards Board (RSSB). They initiated a multi faceted stream of research to investigate the performance of glazed systems in train incidents. The aim of the research was to identify and establish measures which replicate the conditions to which glazed systems may be subject to in collision conditions and to formulate corresponding performance requirements designed to prevent passenger ejection. The research was phased and entailed the following: • Accident investigation and analysis, detailed vehicle examination. • Review of 600 passenger witness statements, obtained by British Transport Police. • Generation of computer models using the MADYMO code and Side Impact Dummy (SID) to model the overturning event in a variety of conditions. • Postulation of events and measures based on analysis. • Proposed test programme. • Construction of new test apparatus. • Construction of existing glazed units — benchmarking process. • Construction of glazed units of improved design utilising different glass specifications and laminations but capable of being fitted into existing frames. • Testing, reporting, stakeholder reviews and the production of a new equipment standard for glass in railway vehicles. The research team was keen to include a glazing company capable of providing the highest level of technical support. Independent Glass, a Scottish company had been making significant strides in improving the penetration performance of glazed units (especially at the extremes of ambient temperature conditions) was chosen to produce glass samples for the project. A significant amount of testing was undertaken at their premises in Glasgow. Additionally the new tests were undertaken which demonstrate improved penetration resistance by heavy objects and improved passenger containment. This research has been embedded in the proposed new RSSB standard “GM/RT 2100” [1] which has developed a new scenario based sequential testing regime for glazed laminated systems in railway vehicles. This paper will inform the audience of these new requirements and the research which led to its introduction. It will show the testing that has been undertaken from the perspective of the glazing manufacturer and will detail the equipment that is required to be able to perform these new tests. It will comment on the cost and mass implications of fitting these new glazing units to vehicles in GB and the safety benefit of doing so. Toughened windows are still being used by some train operators for emergency egress; however most operators are now converting their vehicles to having entirely laminated units in vehicles. This is not the subject of this paper.

The Study of Vehicle Body Side-Impact Performance

2017 ◽  
Author(s):  
C. Y. Lou ◽  
Q. Yang ◽  
B. H. Tan ◽  
F. Liu ◽  
Q. Zhang ◽  
...  
Keyword(s):  
Side Impact ◽  
Vehicle Body ◽  
Impact Performance ◽  
Body Side

Comparison and Analysis on Side Impact Sled Test of Child Restraint System

2013 ◽  
Vol 774-776 ◽  
pp. 411-414
Author(s):  
Jun Liu ◽  
Lin Xi Jia ◽  
Xue Rong Zhang ◽  
Hai Sen Zhou
Keyword(s):  
Dynamic Test ◽  
Side Impact ◽  
Restraint System ◽  
Lateral Impact ◽  
Test Procedures ◽  
Impact Performance ◽  
Sled Test ◽  
Safety Standards ◽  
Child Restraint ◽  
Child Restraint System

Side impact is the second most frequent collision compared with frontal impact, accounting for about 30% of the total number of accidents. Indicating from the statistics, there is at least one child among 10 people died in the accident. It is noticed that children have a higher risk of suffering serious and fatal injuries in side impact than in other impact directions. Therefore, it is great important to protect children in side impact. However, procedure to test side impact performance of child restraint system (CRS) has not been agreed on yet in the world. This paper focuses on analyzing the difference between NHTSA and ISO 29062 side impact test procedures. It will help us perfect our automobile safety standards system and constitute our relevant laws as a valued reference through researching lateral impact dynamic test of CRS in other advanced countries.

Implementation of One Kind of Side Impact Method for Child Restraint System Based on Sled Test

2013 ◽  
Vol 333-335 ◽  
pp. 2101-2104
Author(s):  
Zhi Xin Liu ◽  
Yu Bing Zhang ◽  
Ming Jiang Wei ◽  
Yue Zhang
Keyword(s):  
Impact Test ◽  
Good Method ◽  
Test Method ◽  
Side Impact ◽  
Accident Analysis ◽  
Impact Performance ◽  
Sled Test ◽  
Child Restraint ◽  
Child Restraint System ◽  
Rear Impacts

Although accident analysis shows that side impact accidents continue to be dangerous for children in cars, the majority technical regulations of Child Restraint Systems (CRS) are focused on the crash performance under the frontal and rear impacts and do not include a side impact test, the main reason is that no good method to test side impact performance of CRS has been agreed on yet in the world. In this paper one side impact test method based on double sled concept is presented and realized. And several CRS models are tested; injury response values are measured from child dummy. It is observed that the sled buck concept is repeatable and able to distinguish preliminarily between CRS models.

Sign in / Sign up

Export Citation Format

Share Document