Report 106310 Concept Design of a Crash Management System for ...

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3 Crash Management System 26 advanced concept, it becomes obvious that the proportion of energy absorbed by the car can be reduced from 130 kJ to 112 kJ. Another advantage of the advanced concept is the longer span of time in which energy can be absorbed. In case of the reference truck, all the energy is absorbed in 100 ms while the advanced concept uses 130 ms for energy absorption. Energy [kJ] 225 Total amount 200 of absorbed energy 175 Energy 150 absorbed 125 by car 100 75 Energy absorbed by truck 50 25 0 0 20 40 60 80 100 120 140 160 Time [ms] Fig. 3-35: Energy absorption behaviour of reference truck (The truck absorbs ~62.5 kJ) Energy [kJ] 225 Total amount 200 of absorbed energy 175 Energy 150 absorbed 125 by car 100 75 Energy absorbed by truck 50 25 0 0 20 40 60 80 100 120 140 160 Time [ms] Fig. 3-36: Energy absorption behaviour of advanced concept (The truck absorbs ~85 kJ) In Fig. 3-37, Fig. 3-38 and Fig. 3-39 the maximum values of all partner protection simulations are contrasted. All according figures can be seen in the subchapters 6.1 and 6.2 of the appendix. It can be seen that except for one value all values have improved. So a mitigation of the accident severity can be assumed for these cases. A more detailed investigation of the intrusion in the frontal crash without offset is illustrated in Fig. 3-39. It reveals that the
3 Crash Management System 27 maximum value of intrusion only occurs in a small area on the upper right side. The intrusions in the critical steering wheel area and the rest of the firewall, however, are reduced. Frontal crash with offset Reference truck Advanced concept max. intrusions into the car’s firewall [mm] max. acceleration at the rear seat of the car [g] max. force in side members of the truck [kN] 186.1 174.4 85 70 305 240 Fig. 3-37: Comparison of maximum values for frontal crash with 30 % offset Frontal crash without offset Reference truck Advanced concept max. intrusions into the car’s firewall [mm] max. acceleration at the rear seat of the car [g] max. force in side members of the truck [kN] 175.9 187.3 250 112.5 427 235 Fig. 3-38: Comparison of maximum values for frontal crash without offset Reference truck Advanced concept Max = 175.9 mm Max = 187.3 mm Fig. 3-39: Intrusions into the car’s firewall after frontal crash without offset Rear shunt Reference truck Advanced concept max. intrusions into the car’s rear floor panel [mm] max. acceleration at the rear seat of the car [g] max. force in side members of the truck [kN] -80.2 -34.8 170 59 90 74 Fig. 3-40: Comparison of maximum values for truck to car rear shunt Intrusion [mm] 180 140 100 60 20 0
Page 1 and 2: Concept Design of a Crash Managemen
Page 3 and 4: Contents 3 Contents 1 Introduction
Page 5 and 6: 2 Truck Models 5 2 Truck Models The
Page 7 and 8: 2 Truck Models 7 Fig. 2-4: Advanced
Page 9 and 10: 3 Crash Management System 9 1000 mm
Page 11 and 12: 3 Crash Management System 11 Peak I
Page 13 and 14: 3 Crash Management System 13 Energy
Page 15 and 16: 3 Crash Management System 15 To ass
Page 17 and 18: 3 Crash Management System 17 Fig. 3
Page 19 and 20: 3 Crash Management System 19 Crash
Page 21 and 22: 3 Crash Management System 21 Volvo
Page 23 and 24: 3 Crash Management System 23 The co
Page 25: 3 Crash Management System 25 Force
Page 29 and 30: 3 Crash Management System 29 is imp
Page 31 and 32: 3 Crash Management System 31 3.6 We
Page 33 and 34: 5 Literature 33 5 Literature [ADA95
Page 35 and 36: 5 Literature 35 [VTN09] N. N. Truck
Page 37 and 38: 6 Appendix 37 Acceleration [g] 250
Page 39 and 40: 6 Appendix 39 Energy [kJ] 225 Total
Page 41 and 42: 6 Appendix 41 Fig. 6-9: Intrusions
Page 43 and 44: 6 Appendix 43 Force [kN] 150 100 50

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