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ME 8020 Crashworthiness and
Occupant Protection in Transportation
Systems-I

Week 3- Lecture 4

Crash Pulse, Occupant Kinematics and Design of
Restraint Systems

September 10 , 2013



Outline
Mechanics Preliminaries
Introductory Remarks
Vehicle Frontal Crash Analysis
Design for Crashworthiness
Crash Energy management
Occupant Kinematics in Frontal Crash
Restraint Systems

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Rigid Body (RB) Mechanics Preliminaries

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Newtons three laws of motion:
A body at rest/motion will remain
at rest/motion, unless acted upon
by an external force
Force = mass x acceleration;
F = m x a
For every action there is an equal
and opposite reaction


Rigid Body (RB) Mechanics Preliminaries

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Concept of energy, work, and
momentum:
Energy is the ability to do work
KE (Kinetic Energy) = m v
2
PE (Potential Energy) = F
avg
x d (work)

=
Energy is conserved
Linear momentum, G=mv
F = d/dt (mv)
Conservation of Momentum is important
in collisions
dx x f
d

0

Rigid Body (RB) Kinematics
(Rectilinear Motion)
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ad v v
at v d
at v v
i f
i
i f
2
5 . 0
2 2
2




RB Rectilinear Equations of Motion
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Introductory Remarks
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Vehicle and Occupant Kinematics are essential to design
restraint systems
Vehicle collision severity is measured by absolute vehicle
speed, closing speed, equivalent barrier speed, change of
speed (V), average deceleration (V/ T), max. crush,
..etc
Occupant collision severity is measured by
deceleration/forces on the body during crash
Important to recognize: speed doesnt kill sudden
stop does
Occupant harm results from internal stresses produced
within and/or on the body in response to a sudden stop

Introductory Remarks
Barrier crash equivalencies
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30 mph vehicle-to-barrier crash = Two cars colliding head-
on with a closing velocity (relative velocity) of 60 mph
The closing velocity can be proportioned arbitrarily
between the two vehicles
i.e. one can be stationary and the other traveling at 60
mph, or both traveling at 30 mph
At the end of collision both vehicles would attain some
residual common velocity based on momentum
calculations
In case of a moving vehicle at 60 mph into a stationary
vehicle, the common velocity is 30 mph, assuming
identical vehicles


Introductory Remarks
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Restraint Systems include belts, air bags, seat, EA steering
column and steering wheel, knee bolster, etc.
The risk of injury and fatality is proportional to occupant
average deceleration (V/T)
Restraint systems reduce the risk of injury by altering the
magnitude and distribution of occupant (V/T)
Design of restraint systems follow basic laws of
mechanics
Effective restraint systems design requires knowledge of:
Crash pulse
Kinematics
Occupant space
Human tolerance

Vehicle Frontal Crash Analysis
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Vehicle
Response
Occupant
Response
Evaluation of
Structural Performance
and Occupant Safety
Vehicle Frontal Crash Analysis
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Crash
Pulse
Intrusion
?
Vehicle Response
Structure members
collapse
Component stack
up (engine,
transmission,
steering gear, etc.
Packaging issue

Vehicle Frontal Crash Analysis
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Occupant Response
Restraint system
3-pt belt systems
Airbags
Vehicle interior
space
Knee Bolsters
Steering column
I/P
Seats
Dummies
HIC
Nij
Chest gs
Lower
extr
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Vehicle
Response
Occupant
Response
Structure members
collapse
Packaging
Component stack-
ups (engine,
transmission,
steering gear, etc.
Others
Crash
Pulse
Intrusion
?
Restraint system
3-pt belt systems
Airbags
Vehicle interiors
Bolsters
Steering column
I/P
Seats
Dummies
HIC
Nij
Chest gs
Lower extr

Vehicle Frontal Crash
Analysis
+
Crash energy management
Compliance with regulation
Design integration
Design for Crashworthiness
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Strategy for crash energy management:
Vehicle architecture - body on frame, unit body, space
frame, others
Vehicle type: passenger, SUV, PU truck, van, etc.
Load path
Packaging and crush space
Structural design
Materials

Role of Vehicle Front Structure
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Absorb/manage the vehicle crash energy (through
structural deformation), thus
Attenuate the impact force to tolerable deceleration levels
Maintain passenger compartment integrity
(i.e. insure adequate occupant space in survivable crash)
Provide ride-down through restraint systems to reduce
occupant harm

Crash Pulse
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Vehicle crash Pulse is fundamental to design of
restraint systems.
The pulse and the interior space dictate the loads
inflicted on the body in crash
The pulse can be measured from:
Full scale crash test of vehicle into barrier
Or from mathematical simulation.

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Data Analysis
Velocity Profile
DV
DT
Displacement
Where to locate accelerometers?
Vehicle front structure
Engine
Brake calipers
Under driver seat
On IP
Front hinge pillar
B-Pillar
Under rear passenger seat
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Frontal Barrier Impact Test and Vehicle
Acceleration at B-Pillar
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Crash Pulse
a.k.a. crash
signature
Pulse Shape
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How a front end crushes is as important
as How Much it crushes; Effective use of
crush space
Minimize aggressive front structures to
other vehicles and pedestrians -
compatabelity
A square pulse (deceleration vs. time) is
ideal; difficult to achieve!
An Early peaked pulse is next best
Where Deformations occur?
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Front of engine..OK
Rear of engine ...OK
In the ip/toe board are not OK!
Intrusion into occupant space must
be avoided when possible
Effect of Pulse Shape
Consider two
pulse shapes:
Triangular
ESW

Structure Higher force Lower force
Passenger
compartment
Higher force Lower force
Occupant Higher force Lower force
Restraint System Greater demand Lower demand
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50% efficient 100 % efficient
Square Pulse and Vehicle Deformation
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Sled tests and occupant modeling indicated that:
It is difficult to meet
FMVSS 208 performance criteria for a vehicle decel
pulse over 20 G (average)
When a square wave of 20G is used, we need 24 (610
mm) crush distance for a 35 mph impact with a fixed
rigid barrier.
Effect of Vehicle Square Decel. Pulse on
Deformation
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However:
A square wave is difficult to achieve!
Add 20-25% to theoretical deformation (29-30)
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Estimate of Available Crush Distance
Crash Energy management(example)
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Vehicle weight = 3,000 lbs
K.E. = 123,000 FT-LB @ 35 MPH
Means to dissipate vehicle K.E. :
coasting (slow down)
Normal braking
Panic braking
Crash into some object
Only the stopping distance varies
In normal braking, vehicle deceleration ,<1g
long stopping distance
In barrier 30 mph crash, vehicle stops in about 2.5 ft (30
inches)
K.E./stopping distance determine potential of occupant
injury

Crash Energy Management
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Before 1970, Test
Design/re-design from experience and test
Build prototype
Full vehicle testing
Component testing
Require =>
Time, staff, facility
Judgment for conditions not considered (based on
experience)
Crash Energy Management
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After 1970, Iterative design process
using test and simulation
Structure Models
Occupant/Restraint System Models
Design of experiments and Optimization

Validation: Tests vs. simulations
Iterate with models
Comparison of design
concepts
=> fewer prototypes
FE Model of Vehicle (1992)
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Occupant Kinematics in Frontal Crash
(Unrestrained vs. Restrained)
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Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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Crash from 30 mph into a barrier
No rebound
Negligible intrusion into passenger compartment
About 2 ft. vehicle frontal crush

Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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The velocity decrease (30 mph to 0) according to a curve that reflects the front end structure
properties
The crush = 2 ft
Approximate v-t curve by a straight line
The slope is the vehicle decel (15 g)
The impact phase duration is about 90 ms
Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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As soon as the vehicle front stops, the occupant moves
forward
He travels at his initial speed until contact is made and
reaction forces are generated
Contact forces are generated first at the feet, then at the
knees as they move 1 ft to contact the IP at 62 ms
The chest, 1.5 ft from the SW makes contact at 76 ms
The head reaches the windshield at 90 ms after 2 ft of
travel
Relative to the ground the head traveled 4 ft
Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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Observations:
@ 62 ms The IP is moving forward at about 10 ft/s
The knee V = 34 ft/s
Similarly, the Chest V =41 ft/s
The head V = 44 ft/s
Thus, different parts of the body strike the interior at
different velocities
Trauma results from forces at localized contact points




Example of occupant decelerations vs. crush


knee/IP Chest/SW Head/Windshield Head/Header
Contact
Velocity
(ft/s)
34 41 44 44
Local
Crush (in)
3 4 5 0.5
Local
Decel. (g)
72 78 72 721
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Occupant and Vehicle Kinematics
Unrestrained Occupant (Frontal Crash)
Occupant Kinematics in Frontal Crash
(Unrestrained Occupant)
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Observations:
The unrestrained driver/occupant should be as close as possible to the
SW/IP to reduce his contact velocity
Injury is reduced by coupling the occupant to the front structure ride
down
The average decels. of the human can far exceed the vehicles average
deceleration
Restraint systems aim at reducing occupant loads
The most severe loads occur when the vehicle stops before occupant
contact occurs
Design of vehicle interiors (materials and geometry) is crucial to
proportioning loads between knees, chest and head. It is not simple!
Occupant and Vehicle Idealized V-T Profile
Unrestrained Occupant kinematics (Frontal Crash)
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Vehicle stops
Occupant continues until strikes interior
Occupant doesnt benefit from ride down
Occupant protection depends on interior structures and padding

Occupant Kinematics in Frontal Crash
(Restrained Occupant)
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Movement of 3-point restrained occupant
The knees may begin to make contact with the IP
The chest is not likely to contact the SW
The head will probably contact the SW
With a pre tensioner device forward excursion can be reduced
Occupant Kinematics in Frontal Crash
(Restrained Occupant)
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Observations:
The restrained occupant decelerates over a
longer distance by being linked to the car ride
down and using belt stretch to slow down
Occupant protection depends on synthesis of
restraint system properties with crash pulse
Occupant and Vehicle Idealized V-T Profile
Restrained Occupant Kinematics (Frontal Crash)
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Vehicle stops
Occupant moves to the extent of the slack in the belts
Occupant is restrained by the belts; belts decelerate the body and redistribute crash
forces; Energy dissipation
Occupant decel. level can be reduced when space is available to stretch the belts
without occupant contact with the interior

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Vehicle displacement
(or Vehicle Dynamic Crush)
Occupant displacement
w.r.t. vehicle
Occupant Stopping Distance = Red area + Green area
DVo
DVo: occupant change of velocity w.r.t. vehicle
Occupant and Vehicle Idealized V-T Profile
Restrained Occupant (Normal Braking)
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Restraint Systems
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Restraint Systems:
Seat belts - most effective in all crash modes
Airbags - supplemental to belts
Knee bolster - control of occupant kinematics
Seat- should maintain its integrity
Steering wheel/column and instrument panel should
have minimum or little intrusion
Design with vehicle crash pulse
Use vehicle-occupant- restraint system to determine
occupant kinematics and restraints effectiveness in crash
Restraint Systems
Characteristics
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Seat belts:
work only in tension
Change geometry to restrain
Design should minimize concentrated load on soft
organs
Should be worn to restrain the strong bony skeleton
iliac crests and thorax
Air bags
work in compression
Conform to body
Distribute loads on face/head and chest
Supplemental to seat belts


Restraint Systems
General Guidelines for best protection
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Start with good crash pulse
Know human tolerance
Determine available space
Engage occupant early in the crash event
Minimize body articulation
Apply restraints to strong body bones
Distribute forces as much as possible
Allow for maximum ride-down within the vehicle
compartment
References
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Franchini, E., Side Collision Tests and Simulations, 9
th
ESV, Kyoto, Japan, 1982, pp 427
439.
Lau, I. V., Capp, J. P. and Obermeyer, J. A., A Comparison of Frontal and Side Impact: Crash
Dynamics, Countermeasures and Subsystem Tests, SAE Paper No. 912896.
Huang, M., Vehicle Crash Mechanics, CRC Press, 2002.
Chou, C. C., Fundamental Principles for Vehicle/Occupant Systems Analysis Chapter 4,
Vehicle Crashworthiness and Occupant safety, Ed. by P. Prasad and J. Belwafa, Published by
American Iron and Steel Institute (AISI), Feb, 2004.
Hondas Latest Research in Safety Technology, Public Relations Division, Honda Motor Co.
Ltd., May 10, 2000
Chou, C. C. and Lim, G. G., Vehicle Deceleration Pulse Characterization by Harmonic
Analysis, Proceedings of the XX
th
FISITA Congress, held in Vienna, Austria, May 6-11, 1984,
SAE Paper No. 845019, SAE P-143, pp 1.171 1.182.
Eppinger, R., Occupant Restraint System, Chapter 8, Accidental Injury Biomechanics and
Prevention, Ed. A. Nahum and J. Melvin, Springer-Verlag, 1993, pp. 186 197.
Fowler, J. E. and Harris, J., Practical Vehicle Design for Pedestrian Protection, 9
th
ESV,
Kyoto, Japan, 1982, pp 214 224.
Chen, W., Cheng, J., Vinton, J. and Laya, J., Analysis of Neck, Tension Force in IIHE Rear
Impact Test, SAE Paper No. 2007-01- 0368