Research Article Compatibility Studies on Elastomers and ...
JMLIT Compatibility Research
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Transcript of JMLIT Compatibility Research
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JMLIT Compatibility Research
GRSP, May 2004
JMLIT
Informal document No. GRSP-35-9(35th GRSP, 3-5 May 2004,
agenda item A.6.)
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JMLIT Compatibility Research
• Development of test procedures– Accident analysis– Crash tests
• Cooperation with IHRA• The research are conducted in
JMLIT Compatibility WG
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Vehicle Fleet in JapanV
eh
icle
reg
istr
ati
on
s (
*1000)
0
2,000
4,000
6,000
8,000
10,000
12,000
1992 199319941995 19961997 19981999 2000
Year
Minicar
Small car
Medium car
Large car
Wagon
MPV
SUV
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Key Factors of Compatibility
• Structural interaction• Force matching• Compartment strength
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1. Full-Width Tests for Structural Interaction
Evaluation
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Full-Width Crash Tests
• Full-width rigid barrier crash tests have already been in the regulations of Japan, US and Australia as a high-acceleration test for restraint systems.
• Barrier force distributions are measured for structural interaction evaluation.
• Full-width tests are agreed as phase I in IHRA compatibility WG.
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Full-Width Tests in Japan
• 125 x 125 mm load cells• 44 rigid barrier tests (42 JNCAP + 2 additional tests)• 6 (TRL) deformable barrier tests
Rigid barrier
Deformable barrierRigid barrier
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Force Distributions in Full-Width Rigid Barrier Tests
45-5040-4535-4030-3525-3020-2515-2010-155-100-5
50-
unit : kN
Honda AccordAHOF: 410 mm
Nissan LibertyAHOF: 434 mm
Honda StepwgnAHOF: 487 mm
AHOF=average height of force
H(t)
FFi=
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Car-to-MPV - Similar AHOF -
5 mm
AHOF difference is 24 mm
Honda AccordAHOF: 410 mmKerb mass: 1441 kg
Nissan LibertyAHOF: 434 mmKerb mass: 1516 kg
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Car-to-MPV - Different AHOF -
Honda AccordAHOF: 410mmKerb mass: 1440 kg
45 mmAHOF difference is
77 mm
Honda StepwgnAHOF: 487 mmKerb mass: 1528 kg
AHOF can be an effective parameter to predict override/underride in car-to-car crashes.
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Full-Width Deformable Barrier Tests
• Structural forces are seen clearly without engine footprint.
• Forces from lower cross member can be seen?
• Relative homogeneity assessment has been proposed in deformable barrier tests.
1 2 3 45 6
7 89 10 11 12 13
14 1516S1
S3
S5
S7
0
20
40
60
80
Forc
e (k
N)
Excite shear deformation like car-to-car crashes
0.28 0.32 0.24 0.21
0.45
0.90
0.090.18
0.15 0.14
0.10
0.30
0.130.07
0.06 0.05
0.20
0.32
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
Wagon R Vitz Legacy ForesterSTEPWGNSURF
ColumnsRowsCells
Relative Homogeneity AssessmentVariability of peak load (Individual cells, each
row and each column)
Force from lower cross member or force dispersion by honeycomb?
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Force Distributions by Load Cell Alignment
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
S1
S2
S3
S4
S5
S6
S7
S8
Ground height 125 mm Load cell
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
S1
S2
S3
S4
S5
S6
S7
S8
12
34
56
78
910
1112
1314
1516S1
S2
S3
S4
S5
S6
S7
S8
0
10
20
30
12
34
56
78
910
1112
1314
1516S1
S2
S3
S4
S5
S6
S7
S8
0
10
20
30
Londitudinal impact load cell
Ground height 50 mm
Target load = 7.1 kNTarget load = 6.8
kN
Ground level
125 mm 50 mm
0
0.1
0.2
0.3
0.4
0.5
0.6
125 mm 50 mm
Columns
Rows
Cells
Relative homogeneity assessment
Load cell ground height
45-50
40-45
35-4030-35
25-30
20-2515-20
10-155-10
0-5
50-
unit : kN
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Unrealistic Deformation by Deformable Barrier
Large cross-section of front-end, which will be useful for structural interaction, can be disadvantageous in full-width deformable barrier tests.
Deformable barrier test
Satellite sensor
Car structures
Car-to-car testCar-to-car test
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Injury Criteria of Driver Dummy in Full-Width Rigid and Deformable
Barrier Tests
• Injury criteria are comparable between rigid and deformable barrier tests.• Due to crash sensing time differences, injury criteria in deformable barrier tests
can be higher than rigid barrier tests, especially for high-acceleration cars.
Minicar
0.0 0.2 0.4 0.6 0.8 1.0
Rigid barrierDeformable barrier
Small car
0.0 0.2 0.4 0.6 0.8 1.0
Medium car
0.0 0.2 0.4 0.6 0.8 1.0
Femur left
Femur right
Chestdeflection
Chest acc
HIC
SUV
0.0 0.2 0.4 0.6 0.8 1.0
Small SUV
0.0 0.2 0.4 0.6 0.8 1.0
Femur left
Femur right
Chestdeflection
Chest acc
HIC
Femur left
Femur right
Chestdeflection
Chest acc
HIC
Femur left
Femur right
Chestdeflection
Chest acc
HIC
Femur left
Femur right
Chestdeflection
Chest acc
HIC
Injury criteria/IARV Injury criteria/IARV
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AHOF in Full-Width Rigid and Deformable Barrier Tests
400
450
500
550
400 450 500 550
AHOF in rigid barrier tests (mm)
AH
OF in
TR
L b
arr
ier
tests
(m
m)
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Full-Width Deformable Barrier Tests
• Forces from structures can be seen clearly.
• It is still not clear if the foot print of cross members can be seen in deformable barrier tests.
• AHOF is comparable between rigid and deformable barrier.
• Load cell alignments affect force distribution measurements and relative homogeneity assessments.
• Unrealistic deformation can occur.
• Deformable barrier tests can be used as high deceleration tests for restraint system evaluation.
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Full-Width Tests for Structural Interaction Evaluation
• AHOF is a useful criterion to evaluate underride/override.
• To determine the AHOF, the force distributions measured in either rigid or deformable barrier tests can be used.
• Further research is necessary for deformable barrier and homogeneity assessment criteria.
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2. Compartment Strength Effectiveness and its
Evaluation
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Car-to-Car Tests (50 km/h)
Vitz(Echo) 2001 Australia test Vitz 2003
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Overload Tests (80 km/h)
2002 Vitz 2003 Vitz
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Compartment Strength Criteria• Maximum structural force• End of crash force
Barrier force at the time when the difference between engine inertia force and barrier force is maximal
• Rebound forceBarrier force at the time when car starts to rebound
Rebound force
Barrier force
Displacement
Engine inertial force
End of crash force
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Overload and Car-to-Car TestsFir
ew
all
in
tru
sio
n o
f sm
all
car
in a
cra
sh
in
to a
larg
e
car
(mm
)
0
50
100
150
200
250
300
0 50 100 150 200 250
Rebound force in overload tests (kN)
Vitz 2003(vs. Legacy)
Civic 1999 (vs. Crown)
Vitz 2000(vs. Legacy)
Wagon R 2001(vs. Crown)
Move 2000(vs. Crown)
vs. Crown (55 km/h)
vs. Legacy (50 km/h)
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Rebound Force in 80 and 64 km/h Tests
Rebound force in overload 80 km/h tests (kN)
Reb
ou
nd
forc
e in
OD
B 6
4 k
m/h
te
sts
(kN
)
0
50
100
150
200
250
0 50 100 150 200 250
Vitz 2002
Vitz 2003
Civic 1997
Move 2000
Wagon R 2001
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Summary – Compartment Strength
1. It was demonstrated that a strong compartment is effective in improving the self-protection.
2. Overload tests are useful for predicting the compartment strength.
3. Some criteria have been examined to evaluate the compartment strength.
4. Compartment strength may be evaluated in ODB 64 km/h tests.
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JMLIT Compatibility Research Report for IHRA Compatibility WG
Test proceduresTest procedures Key factorsKey factors CriteriaCriteria
Full-width test (Rigid barrier or deformable barrier)
• Structural interaction
• AHOF• Initial stiffness• Relative homogeneity
assessment
ODB 64 km/h(Overload 80 km/h?)
• Compartment strength
• Rebound force?
ODB 64 km/h• Force
matching• Barrier force?