Vehicle Crashworthiness and Occupant Protection - Chapter 3

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Vehicle Crashworthiness and Occupant Protection Fig. 3.6.1.2 Rail response Fig. 3.6.1.3 Vehicle component deformations Page 138
Finite Element Analytical Techniques and Applications to Structural Design Fig. 3.6.1.4 Measured and FE-calculated for orces agreement with the test data. Like the S-rail response, the peak force increased with increasing the impact speed due to strain rate effects. 3.6.2 Substructure Models A vehicle front structure subassembly finite element model is presented in Figure 3.6.2.1. Figure 3.6.2.2 shows a comparison between the predicted and measured force pulse from impact of a front structure subassembly into a rigid wall [41]. In this case, the impact speed was 13.4 m/s. In this simulation, no strain rate effects were included in the analysis since themid-rails were manufactured from high strength steel, which typically exhibits little strain rate effects. 3.6.3 Full-scale vehicle structure models As indicated earlier, FE models of frontal crashworthiness have been evolving since the early 1980s. Table 3.6.3.1 provides a summary of representative front structure models, available in the open literature. These models simulated vehicle crash into a rigid wall. They clearly indicate the evolution of the models in size and complexity. It may also be observed that detail modeling of vehicle structures has become an integral step in the vehicle design process. Other frontal impact models include oblique (+/-30 degree) impacts with a rigid barrier, offset impact Page 139
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Vehicle Crashworthiness and Occupant Protection - Chapter 3

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