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Improved Vehicle Crashworthiness Design by Control of the Energy Absorption for Different Collision Situations Improved vehicle crashworthiness design by control of the energy absorption for different collision situations Citation for published version (APA): Witteman, W. J. (1999). Improved vehicle crashworthiness design by control of the energy absorption for different collision situations. Technische Universiteit Eindhoven. https://doi.org/10.6100/IR518429 DOI: 10.6100/IR518429 Document status and date: Published: 01/01/1999 Document Version: Publisher’s PDF, also known as Version of Record (includes final page, issue and volume numbers) Please check the document version of this publication: • A submitted manuscript is the version of the article upon submission and before peer-review. There can be important differences between the submitted version and the official published version of record. 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If the publication is distributed under the terms of Article 25fa of the Dutch Copyright Act, indicated by the “Taverne” license above, please follow below link for the End User Agreement: www.tue.nl/taverne Take down policy If you believe that this document breaches copyright please contact us at: [email protected] providing details and we will investigate your claim. Download date: 04. Oct. 2021 Improved Vehicle Crashworthiness Design by Control of the Energy Absorption for Different Collision Situations CIP-DATA LIBRARY TECHNISCHE UNIVERSITEIT EINDHOVEN Witteman, Willibrordus J. Improved Vehicle Crashworthiness Design by Control of the Energy Absorption for Different Collision Situations / by Willibrordus J. Witteman. - Eindhoven : Technische Universiteit Eindhoven, 1999. Doctoral dissertation, Eindhoven University of Technology With literature list and summary in Dutch. Proefschrift. ISBN 90-386-0880-2 NUGI 834 Subject headings: vehicles; crashworthiness / longitudinal member / vehicle structure / numerical simulation Trefwoorden: voertuigen; botsveiligheid / langsligger / autoconstructie / numerieke simulatie Printing: Universiteitsdrukkerij TU Eindhoven © Copyright 1999 W.J. Witteman All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form by any means, electronic, mechanical, photocopying, recording or otherwise, without the written permission of the author. Improved Vehicle Crashworthiness Design by Control of the Energy Absorption for Different Collision Situations PROEFSCHRIFT ter verkrijging van de graad van doctor aan de Technische Universiteit Eindhoven, op gezag van de Rector Magnificus, prof.dr. M. Rem, voor een commissie aangewezen door het College voor Promoties in het openbaar te verdedigen op dinsdag 15 juni 1999 om 14.00 uur door Willibrordus Jacobus Witteman geboren te Geldrop Dit proefschrift is goedgekeurd door de promotoren: prof.dr.ir. R.F.C. Kriens en prof.dr.ing. G. Belingardi Vehicle safety research and new safer cars are expensive. Human life is priceless. Summary 7 Summary Increased traffic intensity, growing concern of the public and new stringent legislation, have made vehicle safety one of the major research areas in automotive engineering. Especially the unfavorable crash results (large deformation of the passenger compartment of many cars) occurring in more realistic crash tests, which deviate from the compulsory full overlap crash test against a concrete block, are reason to worry. In the case of a partial frontal overlap (offset) collision or an off-axis crash direction only part of the vehicle structure can be used for energy absorption. This leads to dangerous intrusions of the passenger compartment, because only one of the two longitudinal members is used for energy absorption. This thesis describes the design of a new frontal vehicle structure that directs the asymmetric crash load of an offset collision as an axial load to the second unloaded longitudinal member. Only by using both longitudinal members and through a progressive folding pattern, enough energy can be absorbed in the front structure to prevent a deformation of the passenger compartment. To prevent a premature bending collapse, the new longitudinal members consist of two functional components: an inside square crushing column for a normal stable axial force level and a stiff outside sliding supporting structure that gives the necessary extra bending resistance. An integrated cable system transmits the force to the other longitudinal member. With this novel design concept, a vehicle has similar energy absorption in the front structure for the entire range of collision situations (full, offset, oblique). By means of numerical crash simulations, this concept has been optimized and evaluated. Results show that for an entire range of frontal collision situations similar deceleration curves can be obtained. However, to further reduce the injury level of the occupants, optimal crash decelerations for various crash velocities are necessary. To this aim, a method is described for numerical FEM dummy simulations to obtain optimized crash pulses for different velocities. The novel concept is very suitable to adapt the structural stiffness to these new deceleration pulses. To realize the optimal deceleration during the crash for each velocity, solutions have been presented based on controllable energy absorption by additional friction or based on controllable hydraulic flow restriction. With this total design, an optimal vehicle deceleration curve is possible for each velocity over the entire frontal collision spectrum, yielding the lowest levels of the occupant injury criteria. 8 Samenvatting 9 Samenvatting Toegenomen verkeersintensiteit, meer bewustwording van de consument en strengere wetgeving, maken veiligheid van auto’s tot belangrijk onderzoeksgebied in de automobielontwikkeling. Vooral de tegenvallende botsresultaten (grote vervormingen van het passagiersgedeelte van veel auto’s) in op de realiteit gelijkende botstesten (die afwijken van de verplichte volledige overlap botstest tegen een betonblok), zijn zorgwekkend. In het geval van een gedeeltelijke overlap (offset) botsing of een schuine botsrichting kan slechts een gedeelte van de voertuigconstructie gebruikt worden voor de energie absorptie. Dit lijdt tot gevaarlijke intrusies van het passagierscompartiment, omdat slechts één van de twee langsliggerbalken voor energie absorptie wordt gebruikt. In dit proefschrift wordt een nieuwe frontale voertuigconstructie beschreven, die bij een offsetbotsing de krachten op slechts één getroffen langsligger doorleidt naar de andere ongetroffen langsligger en wel zo dat deze ook axiaal deformeert. Alleen op deze manier absorberen beide langsliggers met voortgaande plooivorming genoeg energie om een vervorming van het passagiersgedeelte te voorkomen. Om een vroegtijdige knik te voorkomen bestaan de nieuwe langsliggers uit twee functionele delen: een inwendige vierkante crashkoker voor een normaal stabiel axiaal krachtniveau en een uitwendige stijve ondersteunende schuifconstructie voor de noodzakelijke extra buigweerstand. Een geïntegreerd kabelsysteem zorgt voor de krachtoverbrenging naar de andere langsligger. Met dit nieuwe ontwerp heeft een auto een vergelijkbare energie absorptie in de frontale voertuigconstructie voor de hele range van botssituaties (volledig, offset, schuin). Met behulp van numerieke botssimulaties is het nieuwe concept geoptimaliseerd en beproefd. De resultaten laten zien dat vergelijkbare vertragingscurven kunnen worden verkregen voor een heel spectrum van frontale botssituaties. Om echter het letselniveau van de inzittenden verder te reduceren, zijn de optimale botsvertragingen bij verschillende botssnelheden nodig. Hiervoor is een methode beschreven waarmee met numerieke FEM dummy simulaties geoptimaliseerde vertragingscurven bij verschillende snelheden zijn verkregen. Het nieuwe concept is zeer geschikt om de constructiestijfheid aan te passen voor deze nieuwe vertragingscurven. Om de optimale vertraging tijdens een botsing voor elke snelheid te realiseren, worden constructieve oplossingen voorgesteld gebaseerd op regelbare energie absorptie door extra wrijving of gebaseerd op regelbare hydraulische stroombegrenzers. Met dit totale ontwerp is een optimale voertuig vertragingscurve 10 voor elke botssnelheid voor het gehele frontale botsgebied mogelijk, wat tot de laagste niveaus van de letselwaarden leidt. Table of contents 11 Table of contents Summary................................................................................................................ 7 Samenvatting.........................................................................................................
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