Browse Topic: Vehicle side structures

Items (67)
Find
Experimental and Computational Study of the Flow around a Stationary and Rotating Isolated Wheel and the Influence of a Moving Ground Plane2019-01-06474/2/2019
This study investigates the aerodynamic behavior of the flow around a rotating and stationary 60% scale isolated wheel, with and without the use of a moving ground plane. The aim of this research was to improve the understanding of the fundamental aerodynamic flow features around a wheel and to examine how rotation and moving ground planes modify these and affect the production of drag. A bespoke rotating wheel rig was designed and wind tunnel tests were performed over a range of pre to post critical Reynolds numbers. Force coefficients were obtained using balance measurements and flow field data were obtained using Particle Image Velocimetry (PIV). The unsteady flow field data generated was used to validate unsteady CFD predictions. These were performed using STAR-CCM+ and a k-ω SST Improved Delayed Detached Eddy Simulation (IDDES) turbulence model. This was seen to outperform other models by capturing an increased amount of finer detailed, high frequency vortical structures. The CFD showed good agreement with the experimental results providing, for the first time, a validated numerical methodology. Comparing stationary and rotating wheels the CFD and experimental data both illustrated large scale structural differences in the surrounding flow due to changes in separation and wake structure. The rotating model also exhibited a lower drag at post critical Reynolds numbers, which is corroborated by existing literature. Importantly, the CFD showed minimal difference between a stationary and moving ground plane simulation with a rotating wheel. This is evidence that, provided the wheel is rotating, valid experiments can be performed without the complexity of a moving ground plane.
Rajaratnam, Eleanor, Walker, Duncan
Bumper on Striker: Improve Customer Perception Regarding Door Closing Sound Quality2017-36-032711/7/2017
Did you had opportunity to hear any unpleasant noise when closing some vehicle door? In some cases reminds a metallic touch condition, in other cases reminds several components loose inside the door. The fact is that this kind of noise is definitely unpleasant to the human ears. The good news is that this undesirable condition can be solved easily through of add a soft bumper in the striker; however, needs to pay attention in the material properties and tolerance stack-up conditions to avoid generate side effect, like as high door closing efforts, break parts, lose parts, etc.
Rolim, Agostinho, Camargo, Filipe, Boczko, Marcelo, Osti, Reinaldo
Honda infuses Civic Type R with racing pedigree17AUTP11_1211/1/2017
The development bogey for the new Honda Civic Type R was clear and simple in its scope if not its execution-beat the Nürburgring lap time of its predecessor. Mission accomplished. The vehicle shaved 7 sec off that time, dropping it to 7 min. 43.8 sec and setting a new track record for a front-wheel-drive production car in the process.
Gehm, Ryan
Historical Design Information of Aircraft Landing Gear and Control Actuation SystemsAIR5565 (Current)7/10/2017
This aerospace information report (AIR) provides historical design information for various aircraft landing gear and actuation/control systems that may be useful in the design of future systems for similar applications. It presents the basic characteristics, hardware descriptions, functional schematics, and discussions of the actuation mechanisms, controls, and alternate release systems. The report is divided into two basic sections: 1 Landing gear actuation system history from 1876 to the present. This section provides an overview and the defining examples that demonstrate the evolution of landing gear actuation systems to the present day. 2 This section of the report provides an in depth review of various aircraft. A summary table of aircraft detail contained within this section is provided in paragraph 4.1. The intent is to add new and old aircraft retraction/extension systems to this AIR as the data becomes available. NOTES 1 For some aircraft, the description is incomplete, due to difficulties in obtaining the data.
A-5B Gears, Struts and Couplings Committee NEW Name Goes Her
Collision Deformation ClassificationJ224_201702 (Historical)2/23/2017
The purpose and scope of this SAE Recommended Practice is to provide a basis for classification of the extent of vehicle deformation caused by vehicle accidents on the highway. It is necessary to classify collision contact deformation (as opposed to induced deformation) so that the accident deformation may be segregated into rather narrow limits. Studies of collision deformation can then be performed on one or many data banks with assurance that the data under study are of essentially the same type.1 The seven-character code is also an expression useful to persons engaged in automobile safety, to describe appropriately a field-damaged vehicle with conciseness in their oral and written communications. Although this classification system was established primarily for use by professional teams investigating accidents in depth, other groups may also find it useful. The classification system consists of seven characters, three numeric, and four alphameric, arranged in a specific order. The characters describe the deformation detail concerning the direction, location, size of the area, and extent which, combined together, form a descriptive composite of the vehicle damage. The individual character positions are referred to by column number for identification and computer storage compatibility as illustrated in Figure 1. The definition of each classification is provided in subsequent sections. An Appendix is also provided to assist in application and interpretation.
Data Collection and Archiving Standards Committee
Investigation of Relation between Sub System Level (Quasi-Static) Side Door Intrusion to Side Collision Test2015-26-01711/14/2015
With the change in the perspective of the Customers towards safer vehicles, most of the Vehicle manufacturers in India are making their vehicles Crash compliant. According to the accidental data collection, Side crashes are second leading cause of death after Frontal crash. Currently sub system level tests are done for evaluating the side impact safety performance of the vehicle. One of such sub system level test is Quasi-static side door intrusion Test. The primary purpose of this testing is to measure the Force-deflection characteristics by intrusion of the impactor into the vehicle. These characteristics are controlled by various door components like door beam, latch & striker, hinge etc. This article studies the relation between Side door intrusion and Side collision, effect of above mentioned components on this relation. A theoretical study is done to study this relationship and it is substantiated with experimental data.
Singh, Niraj, Thakur, Ruhi, Cyriac, Mathew
Improving Side Crash Performance of a Compact Car via CAE2014-01-05464/1/2014
The side impact accident is one of the very severe crash modes for the struck side occupants. According to NHTSA fatality reports, side impact accounts for over 25% of the fatalities in the US. Similar fatality estimates have been reported in the EU region. Side crash compliance of a compact car is more severe because of the less space available between the occupant and the vehicle structure, stringent fuel economy, weight and cost targets. The current work focuses on the development of Side body structure of a compact car through Computer Aided Tools (CAE), for meeting the Side crash requirements as per ECE R95 Regulation. A modified design philosophy has been adopted for controlling the intrusion of upper and lower portion of B-pillar in order to mitigate the injury to Euro SIDII dummy. At first, initial CAE evaluation of baseline vehicle was conducted. Further design iterations were carried out to optimize the stiffness of B-pillar for meeting the performance targets of B-pillar intrusion and velocity. The developed countermeasure package enabled in reducing the weight of side body structure of vehicle by 25% while satisfying the performance targets. Finally all the countermeasures were implemented in the Prototype vehicle and physical crash test was conducted for the final verification. Test and CAE results showed very good correlation in terms of overall vehicle deformation as well as B-pillar intrusion and velocity profile. Significant improvement in the Side crash performance of the vehicle was achieved with the newly adopted design philosophy.
Kumar, Sanjeev, Deb, Pinak
Performance Driven Package Feasibility of Side Restraints Using KBE Tools2013-26-00271/9/2013
Integrating safety features may lead to changes in vehicle interior component designs. Considering this complexity, design guidelines have to take care of aspects which may help in package feasibility studies that consider systems performance requirements. Occupant restraints systems for protection in side crashes generally comprise of Side Airbag (SAB) and Curtain Airbag (IC). These components have to be integrated considering design and styling aspects of interior trims, seat contours and body structure for performance efficient package definition. In side crashes, occupant injury risk increases due to hard contact with intruding structure. This risk could be minimized by cushioning the occupant contact through provision of SAB and Inflatable IC. This paper explains the methodology for deciding the package definitions using Knowlwdge Based Engineering (KBE) tools. The logic in the applications helps to generate package layout requirements for airbag module configurations as well as interior components. The protection zones for occupant body regions such as thorax for SAB and head for IC could be defined using the applications. The location of chambers to be inflated for protection could be arrived at thereby providing extent of airbag envelope required. The variations arising out of occupant anthropometry, seating attitude have also been considered. Package clearance requirements with interfaces like side door and pillar trims, seat belts, could be identified. Package constraints for hard components which increase occupant injury risk can also be defined. The requirements to ensure stable deployments, particularly for IC, could also be analyzed. The application outputs are available as summary reports, data which could be further used by design teams. The applications have been successfully validated on vehicle programs.
Chavare, Ajay P., Khare, Pratyush, Bhise, Amit, Belanke, Prreya
Modular Parallel Kinematics Intelligent Assembly Automation2011-01-253410/18/2011
In all modern automated assembly it is essential to be able to accommodate all kind of processes like surface detection, drilling, countersinking, orbital drilling, cleaning, sealing, and assembly, without having to develop special equipment for each and every application, and it is also important that an automated system can be adapted to various shapes and materials on large parts, such as wings and fuselages, as well as smaller parts like flaps and doors. Historically this type of assembly has always required large, heavy-duty, expensive machines designed and built with (and for) high accuracy over the entire work envelope and consequentially such large machines been generally very complex and normally financially and physically impossible to build with more than one spindle/assembly tool. To meet above challenges the aerospace industry must adapt automotive thinking using multiple process units such as articular arm robots, but in contrary to automotive the processes in aerospace are highly accurate and have to be performed in tough materials like composite and titanium, and for such operations conventional articular arm robots used in the automotive industry is not suitable. The new Exechon Parallel Kinematics technology is a standard modular "machine tool robotics system" combining the flexibility and dynamics of articular arm robots with the accuracy and stiffness of CNC machines. This new patented design gives these modules extreme mobility and, in combination with adapting technologies such as cross lasers and force sensors, it can perform accurate agile assembly over very large areas without the use of accurate large expensive heavy-duty structures. The modular system is also designed especially to achieve the goal of adapting all kind of standard "off the shelf technologies" incorporating such technologies in automated aerospace systems using automotive thinking with standard tool changers, etc. It has been a tradition within aerospace to use multiple processing heads meaning that a huge end-effector is positioned on a surface, and a complete cycle of drilling, countersinking, cleaning, sealing, and assembly of, e.g., a Hi-Lok® is performed before moving to next position. However, using above described Exechon modular system with standard tool changers, and automotive thinking where the time to make a tool change is divided by the number of operations per tool, a new way of aerospace assembly is possible. For example, if the Exechon module uses its high dynamics to drill 100 holes within its work envelope, and then changes tool to a counter sink and perform 100 countersinks, the tool change time shall be divide by 100, and if the tool change time is 10 seconds this operation adds no more than 0,1 seconds to each hole and operation (10/100=0,1), and it's hard even for a multiple processing end-effector to make a tool change in that time. Further to above, the Exechon modular system has the cost advantages and reliability of articular arm robot systems, and we believe it will contribute to high-quality cost-efficient aerospace assembly.
Neumann, Karl-Erik
Collision Deformation ClassificationJ224_201105 (Historical)5/18/2011
The purpose and scope of this SAE Recommended Practice is to provide a basis for classification of the extent of vehicle deformation caused by vehicle accidents on the highway. It is necessary to classify collision contact deformation (as opposed to induced deformation) so that the accident deformation may be segregated into rather narrow limits. Studies of collision deformation can then be performed on one or many data banks with assurance that the data under study are of essentially the same type.1 The seven-character code is also an expression useful to persons engaged in automobile safety, to describe appropriately a field-damaged vehicle with conciseness in their oral and written communications. Although this classification system was established primarily for use by professional teams investigating accidents in depth, other groups may also find it useful. The classification system consists of seven characters, three numeric, and four alphameric, arranged in a specific order. The characters describe the deformation detail concerning the direction, location, size of the area, and extent which, combined together, form a descriptive composite of the vehicle damage. The individual character positions are referred to by column number for identification and computer storage compatibility as illustrated in Figure 1. The definition of each classification is provided in subsequent sections. An Appendix is also provided to assist in application and interpretation.
Data Collection and Archiving Standards Committee
Self Adapting Parallel Kinematic Machines for Large Wing and Fuselage Assembly2010-01-18559/28/2010
Historically, assembly of large aerospace structures has always required large, heavy duty, expensive machines designed and built with (and for) high accuracy over the entire work envelope. Such large machines are also generally very complex and it is normally financially and physically impossible to build these machines with more than one spindle/assembly tool. The presentation will present “use cases” utilizing a platformless design, to deliver high dynamics and accuracy while dramatically reducing cost and eliminating the restrictions of one spindle/assembly tool. Case studies will show the application of extreme mobility in combination with adapting technologies such as cross lasers, which can perform accurate agile assembly over very large areas without the use of accurate large expensive heavy duty structures. Additional discussions will address case-studies on the ability to use small agile modules that can perform The Parallel Kinematic Machines (PKM) developed since 1985 by Karl-Erik Neumann, starting with the Tricept 600, continuing with the Tricept 605, 805, and 9000, and the new “balljointless” Exechon X300, X700, and X1100, ending up in the latest “platformless” XT300S, XT700S, and XT1100S, has always been striving to give aerospace manufacturer a solution that utilize the flexibility and cost benefits of articulated arm robots, the performance of CNC machines, as well as the efficiency of special machines. Exechon was founded around this dream in 2004, and the first “balljointless” X700 machine saw daylight summer 2006, and since then the technology has been licensed out to twenty one (21) Manufacturer and Integrators worldwide.
Neumann, Karl-Erik, Bolen, Al
Dynamic Response of Vehicle Roof Structure and ATD Neck Loading During Dolly Rollover Tests2010-01-05154/12/2010
The debate surrounding roof deformation and occupant injury potential has existed in the automotive community for over 30 years. In analysis of real-world rollovers, assessment of roof deformation and occupant compartment space starts with the post-accident roof position. Dynamic movement of the roof structure during a rollover sequence is generally acknowledged but quantification of the dynamic roof displacement has been limited. Previous assessment of dynamic roof deformation has been generally limited to review of the video footage from staged rollover events. Rollover testing for the evaluation of injury potential has typically been studied utilizing instrumented test dummies, on-board and off-board cameras, and measurements of residual crush. This study introduces an analysis of previously undocumented real-time data to be considered in the evaluation of the roof structure's dynamic behavior during a rollover event. A series of dolly rollover tests (Forester Test Series) were conducted on both concrete and compacted dirt surfaces. The test vehicles, 2003 Subaru Foresters, had a roof strength-to-weight ratio (SWR) of 4.8 ( Summers, 2005 ), among the highest of all vehicles NHTSA has tested to date. The vehicles were instrumented with accelerometers and angular rate sensors to measure the vehicle kinematics and dynamics. The vehicles were also instrumented at the A- and B-pillars with strain gages, accelerometers, and string potentiometers to document the dynamic loading and motion of the pillars at the roof rail junctions. High-speed and real-time video cameras visually documented vehicle motions and roof deformation. The third test in the Forester Test Series, conducted on a dirt surface, included Anthropomorphic Test Devices (ATDs) in the front seating positions to assess the interactions of the ATDs within the occupant space. This paper presents innovative techniques and data analysis that include the dynamic measurement of roof displacement, acceleration, and strain using polar plots and video synchronized with data.
Croteau, Jeffrey, Zolock, John, Larson, Robert, Bare, Cleve, Peterson, Daniel, Parker, Donald
Police Accident Report Restraint Usage Accuracy and Injury Severity2009-01-12534/20/2009
Police accident reports (PARs) of motor vehicle collisions typically include information regarding occupant restraint use. It has been suggested that PARs overestimate restraint use. Previous studies comparing PAR restraint usage with that determined during a NASS/CDS in-depth investigation found agreement in approximately 90% of cases. The accuracy of PAR-reported restraint usage for outboard vehicle occupants was compared to that determined by NASS/CDS investigators as a function of injury severity and crash type. Restrained occupants were more likely to be identified correctly in the PAR, and unrestrained occupants were more likely to be accurately identified as injury severity increased. Differences in the accuracy of PAR-reported restraint usage rates for different crash types were small.
Moore, Tara, Ray, Rose, Raasch, Christine, Huang, Su-Wei, Corrigan, Catherine
Visibility driven design of new modularized Volvo car tophat structure2008-36-012610/7/2008
To find weight efficient structure solutions has always been a major issue for vehicle manufactures to support low emissions and good handling properties. In the same time, a lot of work has been carried out in the area of passive safety, e.g. larger structures to handle crash forces, negatively leading to structural components occupying more space which affects the possibilities of good vision leading to decreased active safety, i.e. difficulties to view and detect traffic situations. The main driver in this study has been active safety represented by driver visibility. The reference model used for the study was the Volvo V50. Based on this car model a number of conceptual ideas have been studied based on the three project targets Visibility, Weight and Modularization. Beside outside visual requirements definitions, visibility has been verified for each of the developed conceptual designs. Methods used have been monocular vision analysis in a horizontal plane, ambinocular spherical projection analysis and also virtual reality driver simulations in a city environment. Main focus has been to minimize obstruction by the A- and B-pillars as well as optimizing and widening forward direct vision. The result of this project is a modification of the vehicle body side structure and a substantial weight reduction was gained. The resulting concept is based on the idea of reducing the uniside structure covering the vehicle body side structure in the reference vehicle, were new slimmed A- and B-pillars have created optimized and widening forward direct vision.
Sundin, Anders, Hasselblad, Harald
Simplified Side Impact Test Methodologies for Door Interior Trim Armrest in Automotive Vehicle2007-01-37228/5/2007
The complete evaluation of the side vehicle structure and occupant protection is only possible by the full-scale side impact crash test. But auto part manufactures, such as door trim makers can't conduct the test especially when the vehicle is under developing process. And important information and components for estimating crash performance is restricted. With the proposed design procedure for the door trim by a simple impact test method was demonstrated to evaluate the abdominal injury. In addition to simple test, Euro-NCAP test result that is conducted by referenced full-scale test in Korea is compared with several test results. In conclusion, this simple test method have similar trend for abdominal injury index so that it is possible to present guidelines of door armrest design to carmaker at the early stages of vehicle program development.
Lee, Hyunchul, Park, Hyunmin, Na, Hyunghyun, Kim, Jongsoo, Jeon, Ohhwan, Jang, Ikkeun, Younghan, Youn
Simulation of Outer Door Handle and Latch Responses in Side Impact using Component Test Methodology2007-01-07124/16/2007
A dynamic component test methodology using a door sub-system was developed to simulate the outside door handle/latch responses (accelerations and deformations) as in a full-vehicle NHTSA FMVSS 214 side impact test. The test methodology consists of a door sub-system (with door inner components) which is allowed to pivot by means of a hinge at the top of the door. The lateral structural load path affecting the door/rocker response was accounted and simulated (obtained from full-vehicle FE analysis) in this methodology by means of an energy absorbing material (Aluminum honeycomb) of predetermined stiffness. A bullet sled simulating the Moving Deformable Barrier (MDB) surface and stiffness at the same relative location to the door/rocker (as in full-vehicle test) strikes the stationary hinged door at an initial velocity of approx. 30 mph (longitudinal component of crab cart velocity of 33.5 mph). Upon impact, the door sub-system rotates about the hinge simulating both the acceleration at the outer handle and latch, and overall deformation of the door. The front door responses (acceleration and velocity) near outer handle and latch from the component test methodology are compared to full-vehicle for validation.
Aekbote, K., Jadhav, N., Craig, R., Maltarich, M., Bailey, T.
Load Path Considerations for Side Crash Compatibility2007-01-11764/16/2007
Heavier, larger pickups and SUVs are bound to encounter lighter, smaller passenger vehicles in many future accidents. As the fleet has evolved to include more and more SUVs, their frontal structures are often indistinguishable from pickup fronts. Improvements in geometric compatibility features are crucial to further injury prevention progress in side impact. In corner crashes where modern bullet passenger car (PC) bumpers make appropriate geometrical overlap with target PC rocker panels, concentrated loads sometimes disrupt foam and plastic bumper corners, creating aggressive edges. In situations where sliding occurs along the structural interface, these sharp edges may slice through doors, panels and pillars. End treatments for such bumper beams should be designed to reduce this aggressive potential. The experimental comparison presented here demonstrates that load path compatibility can provide a means by which severe door intrusion due to oblique corner impacts may be reduced without severe weight penalties to the vehicles involved.
Warner, Charles Y., Warner, Mark H., Benson, Nathan H.
The Door Mounted Inflatable Curtain2006-01-14374/3/2006
It has been shown that Inflatable Curtains have the potential to reduce head injuries in side impacts and the system has accordingly been introduced on a growing number of car models. There is also a potential benefit in rollover situations. This paper only consider performance in situations with belted occupants. To date, it has not been possible to implement an Inflatable Curtain in convertible vehicles because they lack a roof. The challenge of the Door Mounted Inflatable Curtain (DMIC) has been to overcome the lack of support and fixation possibilities offered by a roof. This paper includes a description of the DMIC and how it was integrated into the vehicle structure. The paper will also show how to create the space and support needed to utilize the internal stiffness and make it possible to fill the bag in time. The impact attenuation and ejection protection functions of the DMIC will be demonstrated.
Claeson, Niklas, Ryrberg, Stephan
Very and Ultra High Strength Steels Based Tailored Welded Blanks: A Step Further Towards Crashworthiness Improvement2006-01-12134/3/2006
This paper aims at discussing the crash performances improvements achieved by the used of Very and Ultra High Strength Steels based Tailored Welded Blanks. Particularly we analyze three parts that participate actively in vehicle crashworthiness: the front rail member, the B-pillar reinforcement and the front-end module. Three different crash tests were simulated (AMS offset crash test, European side impact ECE-R 95 and pole test) using specialized FEM crash software. For each part, different solutions are compared in terms of mass saving and crash test performances. We also introduce Press Hardened Steel based TWB that should define, in the near future, new standards in terms of performances for some key components of the body structure.
Múnera, Daniel Duque, Pinard, Fabrice, Lacassin, Lionel
A Study on the Development Process of a Body with High Stiffness2005-01-24645/16/2005
Design optimization of a vehicle is required to increase a product value for noise and vibration performances and for a fuel-efficient car. This paper describes the development process of a high stiffness and lightweight vehicle. A parameter study is carried out at the initial stage of design using the mother car, and a design guide with a good performance is achieved early prior to the development of the proto car. Influences of body stiffness based on the relative weight ratio of the floor and side structures are analyzed. Results show that bending and torsional stiffness has a significant effect on weight distribution ratio. Influences of the distribution of side joint stiffness are analyzed through numerical experiments. Results reveal that the stiffness difference between the upper and lower parts should be small to increase the stiffness of a body. In addition, the process of designing the body attachment stiffness is summarized to ensure the vibration isolation of the suspension mounting unit. In the case of the rear suspension mounting unit, the body attachment stiffness is found to increase in the left and right direction, when the package tray pass-through structure is used on the rear wheel housing and rear floor joint, to minimize rear seat noise. This paper is expected to shorten the development period by the present stiffness analysis process. And a body with high stiffness and lightweight is developed for the vibration and noise performance at the initial stage of design.
Kim, Ki-chang, Choi, In-ho, Kim, Chan-Mook
Analysis of a Real-World Crash Using Finite Element Modeling to Examine Traumatic Rupture of the Aorta2005-01-12934/11/2005
One of the leading causes of death in automotive crashes is traumatic rupture of the aorta (TRA) or blunt aortic injury (BAI). The risk of fatality is high if an aortic injury is not detected and treated promptly. The objective of this study is to investigate TRA mechanisms using finite element (FE) simulations of reconstructed real-world accidents involving aortic injury. For this application, a case was obtained from the William Lehman Injury Research Center (WLIRC), which is a Crash Injury Research and Engineering Network (CIREN) center. In this selected crash, the case vehicle was struck on the left side with a Principal Direction of Force (PDoF) of 290 degrees. The side structure of the case vehicle crushed a maximum of 0.33 m. The total delta-V was estimated to be 6.2 m/s. The occupant, a 62-year old mid-sized male, was fatally injured. The occupant sustained multiple rib fractures, laceration of the right ventricle, and TRA, among other injuries. The method proposed in this study allowed simulation of a real-world accident. The method involved two phases. First, the car-to-car interaction was simulated using car FE models. The FE car models were obtained from the National Crash Analysis Center (NCAC) public model archives, and were modified to represent the actual crash vehicles. The simulation was validated against intrusion and crush data. Second, the interaction between the occupant and the interior of the automobile was simulated using input as the results of the first simulation. The occupant was modeled using a whole-body human FE model developed at Wayne State University. The model was developed to simulate the human body response to impact and includes descriptions of all major thoracic and abdominal organs, major blood vessels including the aorta, and all major bony structures. The model represents a mid-sized male. The aortic stress patterns observed in the FE simulation were compared to the autopsy findings. It is hoped that the predicted internal kinematics of the thorax can help to better understand the injury mechanism of TRA. Results can also be used to design future experimental studies aiming at producing TRA in cadavers.
Shah, Chirag S., Maddali, Muralikrishna, Mungikar, Sandip A., Beillas, Philippe, Hardy, Warren N., Yang, King H., Bedewi, Paul G., Digges, Kennerly, Augenstein, Jeffrey
Ultra High Strength FeMn TWIP Steels for Automotive Safety Parts2005-01-13274/11/2005
Energy savings are among the most important goals of steel users. But generally, the increase of Tensile Strength for a given metallurgy is obtained to the detriment of ductility. ARCELOR develops new ultra high strength steel with TWinning Induced Plasticity (TWIP) effect for weight reduction and impact resistance. This product based on a manganese (Mn) alloying metallurgy has a tensile stress higher than 1000 MPa for a total elongation superior to 50%. This text deals with mechanical testing, welding and different design solutions which could be associated with this new steel grade in comparison with conventional UHS steel (HSLA, DP, TRIP, etc.). Tensile and formability properties are presented first by means of basic tests (stretching, bending, etc.) in order to classify the different steels. Then welding parameters and mechanical behavior of spot weld are presented. In addition to this, the crash resistance is investigated by using a dynamic axial compression test and a dynamic three point bending test on structural components with closed and open cross sections. For each steel grade, the estimated weight saving potential is compared with respect to parts manufactured in high drawing ability steel. Fatigue resistance is also investigated on this material and on welding assembly by using cyclic test. The exceptional mechanical characteristics of this product permit to propose innovative steel design solutions for automotive safety component.
Cornette, D., Cugy, P., Hildenbrand, A., Bouzekri, M., Lovato, G.
2004 Paris Motor Show highlightsAUTONOV04_0111/1/2004
Though themes were distinctly elusive, there was a broad spectrum of technology, design, and styling on display from Europe-based manufacturers. Most international motor shows have themes. There may be a plethora of both likely and unlikely concepts, of technologies enhancing environmental responsibility, of safety systems…or performance cars. At Paris this year, though, themes were distinctly elusive. Instead, there was on display the whole glittering gamut of the international motor industry at its best, showing what it could do across a broad spectrum of technology, design, and styling, while bringing out evolutionary and revolutionary solutions to challenges real and imagined. Despite the endless pursuit of low emissions, economy, and practical, value-for-money vehicles, kilowatts still figured prominently. And glamour, that essential ingredient for success, was on almost every stand. The car, it seems, is still a long way from becoming the purely functional mechanical device that is its basis, and the words “automotive engineering” will continue to mean a great deal more than four wheels, an engine-and a hunk of metal to keep out the rain. Following are highlights of the Paris show from Europe-based automakers.
Birch, Stuart
Advanced Technology Features of ULSAB-AVC2002-01-20337/9/2002
Application of advanced technology such as tailored blanks, tailored tubes, sheet and tube hydroforming, and extensive laser welding, along with advanced high strength steels and innovative design enabled the ULSAB-AVC (Advanced Vehicle Concepts) Program to achieve outstanding levels of safety, affordability, fuel efficiency and environmental responsibility. This paper describes the advanced technology features of ULSAB-AVC including their design considerations, manufacturing feasibility, and cost impact analysis. The ULSAB-AVC Program is the most recent addition to the global steel industry's series of steel design initiatives. These programs offer steel solutions to the challenges facing automakers around the world today: to increase the fuel efficiency while improving safety, performance and maintaining affordability.
Adam, Henrik
ULSAB-Advanced Vehicle Concepts: Safety/Crash Management2002-01-06383/4/2002
The goal of ULSAB-Advanced Vehicle Concepts (AVC) is to develop a platform with the highest number of shared parts possible between two vehicle classes -European C-Class and the North American PNGV-Class concepts. Aggressive targets for mass and safety are considered --all the while maintaining affordable cost and achieving safety goals anticipated for 2004 and beyond. The objective of the CAE analysis of crashworthiness for ULSAB-AVC is to analyze and optimize the vehicle structure to provide the opportunity for development of complete vehicles that will obtain excellent star ratings. This paper will discuss crash safety and crash energy management aspects of the ULSAB-AVC, including important considerations for selecting advanced high-strength steels for crashworthiness applications, body-in-white design and materials selection procedures, BIW concept design and major load paths, and performance against crashworthiness targets.
Zuidema, Blake K., Adam, Henrik
Stiffness and Geometric Compatibility in Front-to-Side Crashes2002-01-10203/4/2002
In this study, the comparative stiffness of vehicle side and frontal structures is determined by available static test and crash test data. NHTSA has conducted a series of staged crash tests where a Honda Accord is impacted by different bullet vehicles at a closing velocity of 32.5 mph. These staged front-to-side crash tests are examined to assess the extent of damage to both the bullet and struck vehicle. The load cell barrier data for the bullet vehicles used in NHTSA's vehicle-to-vehicle front-to-side crash tests are examined to determine the geometric and stiffness properties of the frontal structures as measured in the NCAP tests. The geometric and stiffness measurements during the early stages of frontal crush are most influential in front-to-side crashes. The barrier data provides useful stiffness information. However, the number of rows of load cells may be insufficient to provide geometric information. The bumper height and width appears to be a more accurate measurement of the load path that initially contacts the side of the struck vehicle. The bumper height for 20 representative vehicles was measured and summarized.
Digges, K., Eigen, A., Bahouth, G.
The 2nd-generation Audi Space Frame of the A2: A trendsetting all-aluminium car body concept in a compact class car2000-05-02606/12/2000
Vehicle concepts of the future will have to satisfy such contradictory requirements as high body rigidity and maximum safety in all driving situations, coupled with minimum weight. With this in mind, at the 1997 Frankfurt Motor Show Audi presented the A12 study vehicle, a car which makes ultra-low fuel consumption possible thanks to its new overall technical concept based on extremely low-weight ASF techniques and innovative engines, but is a multi-purpose four-door vehicle despite its compact exterior dimensions. This study model was developed into a production-ready vehicle within a very short space of time: the Audi A2, which made its début at the Frankfurt Motor Show in September 1999. Only with the aid of simulation techniques was it possible to bring such a novel body concept to production maturity within such a short space of time. The following article describes the technical highlights of the ASF body on the Audi A2.
Leitermann, Wulf, Christlem, Jens
The Engineering of a Body Structure with Hydroformed Components1999-01-31819/28/1999
The paper examines the application of hydroforms to body structure design and presents application concepts for such formed components. The examination of a complete body structure employing a number of hydroforms both in the underframe and upper glass-house structure provides new learning for future applications. The Land Rover Freelander forms the basis for the comparison. A pre-development project resulted in the design, engineering and building of body structures incorporating a number of hydroformed components as an integral theme (Figure 1). The project scope included mass reduction whilst maintaining performance targets and attributes. The project identified issues for product design and the processing of components.
Walia, Sanjay, Gowland, Stephen, Hemmings, John, Beckett, Martin, Wakelin, Peter
A New Component Test Methodology Concept for Side Impact Simulation1999-01-04273/1/1999
This paper describes the development of a new component test methodology concept for simulating NHTSA side impact, to evaluate the performance of door subsystems, trim panels and possible safety countermeasures (foam padding, side airbags, etc.). The concept was developed using MADYMO software and the model was validated with a DOT-SID dummy. Moreover, this method is not restricted to NHTSA side impact, but can be also be used for simulating the European procedure, with some modifications. This method uses a combination of HYGE and VIA decelerator to achieve the desired door velocity profile from onset of crash event until door-dummy separation, and also takes into account the various other factors such as the door/B pillar-dummy contact velocity, door compliance, shape of intruding side structure, seat-to-door interaction and initial door-dummy distance. This method is capable of reproducing the characteristic “double-peak” of the door velocity profile and, can be used for side airbag evaluation, by simulating the close-in velocity and distance between the side structure and dummy. In this approach, the door velocity profile is simulated in four phases: In the first phase, a pre-crushed door mounted on a ‘Door sled’ (at approximately the same distance from the dummy as in a car), is accelerated by the HYGE until it impacts the stationary dummy, to generate the first peak. In the second phase, from the onset of dummy contact, the door sled is decelerated by a honeycomb block (mounted on another ‘Base sled’), simulating the first ride-down of the velocity profile. During this phase, the HYGE is dormant. In the third phase, the HYGE accelerates both the Door and Base sleds together to simulate the second peak. In the fourth phase, the Door and Base sleds are decelerated until door-dummy separation by means of a VIA decelerator system, thus simulating the entire door velocity profile from start of crash event until the door and dummy separate. In conclusion, the MADYMO model demonstrates the feasibility of the concept, pending experimental prove-out on the sled.
Aekbote, K., Sundararajan, S., Chou, C. C., Lim, G. G., Prater, J. A.
The Analysis of Vehicle Behavior and Occupant Protection Methodology for EURO-Side Impact in a Convertible Car9823549/29/1998
This paper describes an analytical method to find optimal side structure of convertible vehicle for occupant protection using full vehicle finite element model compared with typical notch-back style vehicle. The strategy of occupant protection for convertible vehicle is quite different from that of notch-back sedan in the view point of vehicle structure due to the limitations in building concept of side structures. In this study, the strategy leading to reliable results in the convertible type vehicle will be discussed. This analysis work shows a good preliminary result for predicting vehicle side structure behavior and occupant injury in early stage of car developing program.
Cho, Jae-ho, Kim, Dong-seok, Lee, Myung-sik
Simulation Method for Establishing and Satisfying Side Impact Design Requirements9823589/29/1998
This paper presents a simulation method and its application which enables the establishment and satisfaction of side impact design requirements. Three key phases are described: 1. Determination of desirable side intrusion velocity characteristics which minimize occupant injury in light of both ECER95 and FMVSS 214 regulations. 2. Development of a condensed vehicle model which enables the velocity characteristics determined in 1) to be translated into meaningful design parameters. 3. Practical application of the method showing how it can be used to: define side structure design requirements achieve desired velocity profiles enhance understanding of design cause and effect
Malkusson, Roger, Karlsson, Peter
Structure and Padding Optimization for Side Impact Protection9861835/31/1998
This paper aims to show methods to design and optimize vehicle side structure and padding to improve side impact protection. To limit injuries at thorax level, intrusion profile during impact must perform a negative vertical tilt: a way to obtain this is to avoid B pillar deforming above R point. A static analysis may be useful to determine a proper distribution along B pillar axis of sections'' moments of inertia. A good structural behavior is necessary but not sufficient to perform good results in side impact. A proper control of padding stiffness is very important especially for abdomen protection. A method to evaluate the stiffness of padding at thorax level is proposed. A similar method is used to determine failure load of armrest for abdomen protection.
Di Leo, Marcello
Estimating Vehicle Deformation Energy for Vehicles Struck in the Side9802152/23/1998
The reconstruction of accidental impacts to the side structure of one or more accident vehicles often incorporates estimates of the energy absorbed by laterally struck vehicle(s). Such estimates generally involve considerably more issues than does the assessment of frontal or rear impact deformation energy. The sides of vehicles are, compared to the usual striking object, relatively broad, and they contain zones of varying stiffness supported by collapsible box structures. Side stiffnesses can vary widely, depending upon impact geometry. Most side impact crash tests that can readily be used to make estimates of side stiffness have been conducted by the National Highway Traffic Safety Administration (NHTSA). These tests are almost exclusively conducted against one particular area of the side structure, the damage sustained by test vehicles is generally poorly documented, and reported crush is obtained via procedures which contain measurement discontinuities as the severity of the impacts increase. Published “recommended” crush coefficients generally assume that the CRASH constant stiffness model holds over the complete range of crush depths. The concept of a Force Saturation model is recommended to deal with the more realistic structural behavior seen in practice at larger crush depths. This paper has two main objectives: (1) to summarize and critique the currently available side impact data base upon which side stiffness models and their associated coefficients have and can be based, and (2) to provide guidelines and insights into the development of reasonable energy estimates by use of improved crush models and crush measurement procedures.
Strother, Charles E., Kent, Richard W., Warner, Charles Y.
The Effects of Variability in Vehicle Structure and Occupant Position on Side Impact Dummy Response Using the MIRA M-SIS Side Impact Technique9705712/24/1997
Side impact crashworthiness presents a complex problem due to the dynamic interaction between the occupant and the intruding vehicle side structure. As there is a direct impact between the occupant, and the door and B-post trim, small variations in the vehicle structural behaviour can have a significant effect on the dummy response and injury levels. Significant variability in dummy response between crash tests causes problems when evaluating the vehicle side structure and development of side impact restraint systems. A programme of research tests has been conducted at the Motor Industry Research Association (MIRA) using the MIRA - Side Impact System (M-SIS) technique to evaluate the dynamic response of side impact dummies in actual side impact environments. With the implementation of the European side impact legislation in 1998 the effects of variations in dummy location and velocity profile need to be understood.
Payne, A. R., Mohacsi, R., Allan-Stubbs, B.
Effect of Front Seat Stiffness in Federal Dynamic Side Impact9701262/24/1997
The objective of this research is to study the effect of front seat structure in Federal (FMVSS 214) dynamic side impact Finite Element Analysis (FEA) simulation. This research investigates the side structure behavior, buckling mode, velocity, and deformation of components such as the B-pillar, front door, rear door, floor pan, and rocker in three different configurations, using two different front seal stiffnesses. A methodology was developed to reduce side structure deformation and associated component velocities, thereby minimizing occupant loading.
Farahani, Akbar, Honken, Brian
Comparison Study of EuroSID, USSID, BioSID Performance Using MIRA's New M-SIS Side impact Simulation Technique9601032/1/1996
Side impact crashworthiness presents a complex problem mainly due to the dynamic interaction between the occupant and the vehicle during the impact. This dictates that the ‘occupant restraint system’ cannot be considered separately from the ‘crash pulse’ as is generally the case with frontal impact. The automotive industry has been seeking effective methods for side impact development of their vehicles, MIRA has introduced two such techniques. The first is called Side Impact Dynamic Emulation, or SIDE for short. This two sled system in a HyGe laboratory generates representative deformation and the correct dynamic loading of the structure and the dummy. This technique is now well established. The second is a side impact simulation technique (M-SIS). The technique accurately simulates dummy and door interaction witnessed in full scale crash tests. Seat to door, and dummy to door contacts are reproduced for each test along with the velocity profile required. The system has been developed for both European and American side impact legislation and injury criteria values are evaluated from the relevant side impact dummy. Since automotive manufacturers would prefer to develop their vehicles using one type of dummy, it was decided to subject the EuroSID, USSID and BioSID dummies to a pulse derived from a European side impact crash test. Results from the first stage exercise, the comparison of Eurosid and USSID, are presented in this paper.
Hopton, J. R., Payne, A. R.
Development of Roof Crush Analysis Technique Using Simple Model with Plastic Hinge Concept9605222/1/1996
A computational technique for predicting roof crush resistance in the early design stage of vehicle development is presented in this paper. This technique developed a simple nonlinear finite element beam model with several nonlinear spring elements which represent plastic hinge behaviors after bending collapse. In general, these plastic hinge behaviors are apt to occur al each weak area of vehicle body structure. By idealizing actual sections as equivalent simple sections, maximum bending moments are calculated for all weak areas. Predicted results of roof crush resistance arc correlated well with test results.
Chun, Byung-Kwan, Choi, Jae-Hwan, Kang, Sung-Jong
Physically Different Sensor Concepts for Reliable Detection of Side-Impact Collisions9503482/1/1995
This paper describes new concepts to detect side impact collisions. Based on the specific system requirements for side impact detection, two physically different concepts will be described and compared to each other. Acceleration sensing principles, applied in today's single point sensing systems, were adapted to cope with the unique requirements for side collision detection. A more advanced and completely new concept is based on the sensing of the pressure change within the cavity of the impacted door. Based on these sensing principles, different system configurations will be illustrated. The performance of both sensing principles will be compared on the basis of available crash and misuse test conditions. In conclusion, it can be stated that the aforementioned sensing principles support the rigid firing requirements of a timely airbag deployment. However, the selection of the system configuration and the physical sensing principle has to account for the individual deformation behavior of the vehicle's side structure.
Härtl, Alfons, Mader, Gerhard, Pfau, Lorenz, Wolfram, Bert
Simulation of Vehicle Structure and Occupant Response in Side Impact93312511/1/1993
A procedure was developed to model the vehicle side impact response. This method uses rigid segments to represent the important structure components such as the door, the upper B-pillar and the lower B-pillar. These rigid segments were connected by joints and spring-damper elements. The moment-rotation and the force-deflection characteristics of the structure are obtained by conducting component tests. Two CAL3D models were constructed based on this approach for a two-door experimental car; one simulating the baseline design and one simulating the modified design with a modification to the R-pillar and the addition of padding. Parametric study indicated that lower TTI and pelvis acceleration found in the modified car were due to the lower B-pillar enhancement. The padding used in the modified car only has a marginal effect. Parametric study also indicated the lower A-pillar enhancement reduced TTI. On the other hand, the upper joints did not appear to have a significant effect on the occupant impact response. The changes in structural and padding parameters in this study were simulated without regard to other constraints such as practicality and manufacturability, and therefore specific designs may not be realizable.
Deng, Yih-Charng, Ng, Peter
A Computer Modeling Method for Side Impact Simulations on Micro Computers9304413/1/1993
This paper discusses a computer modeling system being developed by Springwater Micro Data Systems. The system, SIFEM, simulates normal and oblique, vehicle-to-vehicle side impacts. The system is being developed as a practical, user friendly, design and evaluation tool for the practicing design and test engineer. Side impact computer models most commonly used in the industry today generally fall into two main groups. One group involves overly simplified one and two dimensional spring-mass models to represent the vehicle and its occupants. The second group takes the other extreme, using advanced analytical methods to develop 3-dimensional linked mass and finite element models. These advanced models generally require large, expensive computing systems to operate. Both groups of models impose severe restrictions, limiting their usefulness as a practical design and test evaluation tool. The SIFEM system, discussed in this paper, is a compromise between these two modeling groups.
Pauls, Lonney S.
SMC Hood Bond Joint Study9208042/1/1992
The advance of SMC hood and decklid applications requires in-depth consideration of the sub-structure for weight optimization and structural efficiency. This report is directed to the analysis of an existing hood structure. Available automotive SMC parts provide constructive means for study because of their ease of dissection. The focus is on changes in deflection response during uncoupling of the two-piece bonded construction based on standard industry tests. These results are, in turn, correlated with computer modeling projections. The issue of high-speed impact fracture response is also addressed.
Gray, Eugene
Computer-Aided 3-D Surface Reconstruction During High Speed Crush Events9103202/1/1991
A system which can remotely measure detailed deformations of vehicle structures during crush events was developed. The system uses ordinary video or 16 mm high speed movie to capture the crush event. This information is digitized and analyzed using personal computers to perform photogrammetric manipulations which yield accurate surface geometries. The output is useful for comparison to computer simulations. This paper presents preliminary results regarding the accuracy of this system.
Karvelis, Albert V., Rogers, Michael W., Anderson, Carl E., Liubinskas, Aldis
Near Side Passenger Car Impacts-CDC, AIS & Body Areas Injured (NASS Data)9003742/1/1990
This paper presents an analysis of the NASS file (1980 - 1986). Cases were selected for near side impacts for drivers, i.e. left side of car, involving unrestrained adult drivers who were alone in the car, and who were not involved in any other collisions following the primary left side impact. Data analysis indicates that 11 % of the near side drivers had crush damage to only the passenger compartment, the ‘P’ zone, that the head, chest and abdomen predominate as the body areas of concern (AIS 3+ injuries), but that these injuries are sustained more often on structures other than the side interior.
Huelke, Donald F.
Approach to the Safety Relevant Layout of Vehicle Side Structures9003762/1/1990
In today's traffic accidents vehicle side impacts are second to frontal impacts as far as accident frequency is concerned, while being in the lead with regard for the risk to be injured severely. Various experiments and analytical investigations have already been performed on this subject. The merely experimental approach with its time-consuming and costly iterations can be efficiently assisted by corresponding simulation programs which are readily accepted if the simulated results are easily applicable in vehicle component design. When analysing both the mathematical and experimental side structure optimizations it is found that there is a considerable potential for improvement on the one hand but that it is difficult to transfer the calculated results into body design on the other. This paper presents a method allowing to apply the results of various side impact simulations to the layout of vehicle side structures.
Hoefs, Rainer
Trends in Sensing Side impacts8906032/1/1989
Timely sensing of side impacts for the purpose of deploying inflatable crash sensing apparatus presents many differences from the problem of frontal crash sensing. These. differences are discussed and some plausible sensing schemes are proposed and reviewed.
Castelii, Vittorio, Breed, David S.
Side Impact Research8850559/1/1988
This paper provides an overview of the Side impact Research program conducted by Vehicle Methods and Components Department of Ford Motor Company over the past three years. A simple spring-mass computer simulation model is developed for predicting crash behavior of the body side structure of a vehicle impacted on its side by another vehicle. The model was used in determining the degree of structural reinforcement required to effectively reduce body side intrusion of a compact size vehicle. Exellent agreement between the predicted and test results was obtained and the effectiveness of structural reinforcements in reducing occupant cushioning requirement was demonstrated.
Lim, G. G., Paluszny, A.
Status and Update of MVMA Component Testing8711165/1/1987
At the Tenth ESV Conference, MVMA reported on the development of a component side impact test device developed for MVMA by MGA Research Corporation. Since that time, the test device has been modified by MGA to improve its biofidelity. Testing has shown that the modified device better meets the force-time corridors derived by MVMA from cadaver drop test data. The improved test device was used to test twelve 1985 Ford LTD doors at speeds of 25.7 and 37 km/h. The interior door surfaces were trimmed with either thin fiber board or foam padding identical to doors in vehicles tested by MVMA using NHTSA's full-vehicle test procedure. The tests showed that the MVMA device is simple to set up and run, is highly repeatable and easily discriminates between the unpadded and padded doors. A major issue for future research and development is how to select a priori a component test device impact speed which can account for differences in car size and side structure stiffness.
Henson, S. E.
The Development of a Vehicle Angled Side Collision Computer Simulation Program8608224/22/1986
A computer simulation program (Ansimsim2) has been developed which is able to simulate the dynamics of an impacted vehicle in an angled side collision, i.e. to predict the rigid body motions and side structural deformations of the struck vehicle. It is a ‘mass-spring’ model of the impacting vehicle front end and impacted side structure interaction. Only the side structure stiffness characteristics of the impacted vehicle is taken into account as it's mass relative to the whole vehicle mass is negligible. General equations of motion, tyre and suspension data are used to simulate the rigid body motions of the impacted vehicle. The correlations of test with simulation results have been promising, bearing in mind the complex impact process and small use of computer resources.
Ng, Peter, Tidbury, Guy H.
The Viking VII-A Lightweight Research Vehicle8501012/1/1985
The Viking VII shows that high performance and excellent fuel economy can be obtained in one vehicle if superior aerodynamics and extremely low weight are realized. An aluminum semi-monocoque chassis tub and advanced composite body shell provide a light weight stiff and crashworthy structure. Extensive use of aluminum in the engine, transaxle, wheels, suspension, brakes and steering allow further weight savings. Extensive wind tunnel testing has resulted in a drag coefficient of .26. A reclining seating position and severe tumble home on the greenhouse gives a frontal area of only 13 ft.2 Development of a 16 valve DOHC boxer engine provides 133 BHP at 7,000 RPM. The use of a compound carburetor for each cylinder allows high performance without compromising low load fuel economy.
Seal, Michael R.
The Development and Application of Side Impact Component Test Methods8408874/1/1984
The development of reliable and repeatable test equipment to be used for the evaluation of a vehicle's side impact performance involves a thorough consideration of a variety of accident conditions and performance factors. Reconstruction and analysis of both vehicle-to-vehicle and vehicle-to-fixed object accident configurations have provided a basis for the design of component test procedures. Specific test hardware for body interiors and components has been developed and is described. Where applicable, test equipment design and performance criteria are based on available biomechanical information.
Griswold, Charles J.
Items per page:
1 – 50 of 67