ASSIGNMENT 5: AE650

88111380

HOW CAN THE STRUCTURAL INPUT FOR OBLIQUE/OFFSET IMPACT

BE SIMULATED IN SUBSYSTEM OCCUPANT SIMULATION MODEL?
Interface Component Method is one of the most widely used coupling techniques for simulating
the kinematics of the vehicle at a sub-system level. Here, MADYMO and L.S.DYNA are
coupled to take advantage of their unique capabilities. Impact at 35% of the width of the vehicle
is proposed by NHTSA. For the development of a subsystem model which represents the oblique
test, loads cases on parts like toe-pan, hinge pillars, A-pillars, floor and doors are to be
considered. This can be generated from the full vehicle structural model using
INTERFACE_COMPONENT. Deformable interiors and restraint systems should also be
considered which come in contact with the occupant during an impact. Using
INTERFACE_LINKING_SEGMENT card deformable interiors and restraints are attached.
Output file from full vehicle structural model is used to define the BCs to subsystem model.
This method is accurate as full vehicle structural model and due to the smaller size of the model
the run time us much faster than the full vehicle model (15 hours).
Structural data which is extracted from the vehicle test is used to replicate and correlate the
injuries and dummy kinematics. The acceleration in X and Y direction, pitch, yaw, angular
motion (yaw) and floor plan intrusion serves as the input to occupant model and vehicle interior
with the vehicle base fixed to ground . Apart from this, the subsystem should be accounted for
the lateral force on steering wheel which will be applied by the occupant. The application of load
on legs were thighs, lower legs and feet. Therefore, lateral load can be accounted by application
of load on door trim, A-pillars etc. This prevents the displacement of feet and lower legs of
dummy. Speaking of the Restraint system, it is important to define the properties of belt and
contact surfaces. This includes the stiffness of the belts, constant lateral collapse force on the
steering column, constant lateral and longitudinal forces at the upper and lower instrument panel.
Additionally in an Oblique frontal test the vehicle not only experiences longitudinal loading but
also traverse loading. Modelling of the frontal axles in the modified FE model, reduces the
lateral movement. Thus ensuring proper distribution of forces in the full vehicle model and later
the same can be extracted to define the BCs to subsystem model.
Also it is very necessary to incorporate the yaw moment at the C.G of the vehicle, since this is
the parameter which influences the interaction of the occupant with the frontal airbag.
References:

www.nhtsa.gov Development of integrated Vehicle-Occupant Model for

Crashworthiness Safety Analysis.
An Optimization Approach to Occupant Safety and Fuel Economy in Vehicle Design by
Steven Hoffenson1, Panos Papalambros1, Michael Kokkolaras1,2, Matthew Reed2
Effect of Frontal Crash Pulse Variations on Occupant Injuries. Steve Mark Honda R&D
Americas USA Paper Number 400

ASSIGNMENT 5: AE650

88111380