Vehicle Crashworthiness and Occupant Protection - Chapter 3

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Vehicle Crashworthiness and Occupant Protection Fig. 3.6.4.7 Initial and final model configurations for pole impact test (30 mph) Fig. 3.6.4.8 Initial and final model configurations for offset test 30 mph) Page 150
Finite Element Analytical Techniques and Applications to Structural Design -50. -150. -250. -350. -450. -550. -650. -750. 0. 20. 40. 60. 80. 100. MINIMUM= -8.1352E+02 MAXIMUM= 0.0000E=00 NODE A= 63575 B= NCAP C= POLE D= OFFSET Fig. 3.6.4.9 Frontal vehicle deformations for 30 mph, NCAP frontal, side, rear vehicle impact with barriers. Vehicle-to-vehicle collisions were also developed and analyzed. In addition to vehicle structural modeling, dummy and air bag models were created and their responses were validated against experimental data. In 1995 [51], a process was established to integrate vehicle structure, instrument panel, steering assembly, driver air bag and Hybrid III dummy models in a single FE model. This process centered on integrating existing components and subsystem models and clearly demonstrated that explicit FE technology can simulate both structural and restrained occupant response resulting from a vehicle crash in a single integrated model, although the results are preliminary. 3.8 References 1. Rapin, M.P., (1970) Vehicle Structural Crashworthiness in Proceedings of 1970 International Automobile Safety Conference Compendium, Detroit, Michigan, pp. 927-940. Page 151
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Vehicle Crashworthiness and Occupant Protection - Chapter 3

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