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Journal articles on the topic 'Side Impact Crash Tests'

Author: Grafiati
Published: 4 June 2021
Last updated: 17 February 2022

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1

Lee, Youngmyung, and Gyung-Jin Park. "Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 5 (July 18, 2016): 600–614. http://dx.doi.org/10.1177/0954407016658146.

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Vehicle crash optimization is a representative non-linear dynamic response structural optimization that utilizes highly non-linear vehicle crash analysis in the time domain. In the automobile industries, crash optimization is employed to enhance the crashworthiness characteristics. The equivalent-static-loads method has been developed for such non-linear dynamic response structural optimization. The equivalent static loads are the static loads that generate the same displacement field in linear static analysis as those of non-linear dynamic analysis at a certain time step, and the equivalent static loads are imposed as external loads in linear static structural optimization. In this research, the conventional equivalent-static-loads method is expanded to the crash management system with regard to the frontal-impact test and a full-scale vehicle for a side-impact crash test. Crash analysis frequently considers unsupported systems which do not have boundary conditions and where adjacent structures do not penetrate owing to contact. Since the equivalent-static-loads method uses linear static response structural optimization, boundary conditions are required, and the impenetrability condition cannot be directly considered. To overcome the difficulties, a problem without boundary conditions is solved by using the inertia relief method. Thus, relative displacements with respect to a certain reference point are used in linear static response optimization. The impenetrability condition in non-linear analysis is transformed to the impenetrability constraints in linear static response optimization.
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2

Ray, Malcolm H., and Kamarajuggada Hiranmayee. "Evaluating Human Risk in Side Impact Collisions with Roadside Objects." Transportation Research Record: Journal of the Transportation Research Board 1720, no. 1 (January 2000): 67–71. http://dx.doi.org/10.3141/1720-08.

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Full-scale crash tests are traditionally used to assess the danger posed by roadside object. Crash test evaluation criteria should relate the observable response of the vehicle and the struck object to the likely risk of injury to vehicle occupants in similar real-world collisions. Side impact collisions are particularly serious impacts, but no evaluation guidelines exist. A simple method is presented for determining human risk in a side impact collision with a roadside object from the velocity profile of the impacted face of the struck object. This method not only eliminates the use of anthropometric test devices in crash tests, but also gives conservative values to account for the variable occupant position at the time of impact.
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3

Tsoi, Ada, Nicholas Johnson, and H. Gabler. "Validation of Event Data Recorders in Side-Impact Crash Tests." SAE International Journal of Transportation Safety 2, no. 1 (April 1, 2014): 130–64. http://dx.doi.org/10.4271/2014-01-0503.

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4

Ray, Malcolm H., Martin W. Hargrave, John F. Carney, and K. Hiranmayee. "Side-Impact Crash Test and Evaluation Criteria for Roadside Safety Hardware." Transportation Research Record: Journal of the Transportation Research Board 1647, no. 1 (January 1998): 97–103. http://dx.doi.org/10.3141/1647-12.

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During the past decade, reducing the severity of side-impact collisions has been an emerging area of research by a variety of organizations and research communities. The motor vehicle manufacturing and regulatory communities in the United States, Europe, and many other countries have developed dynamic side-impact test and evaluation criteria to reduce the severity of vehicle-to-vehicle side-impact collisions. Similarly, the international research community has developed test procedures for performing impacts into poles, one of the most severe types of side-impact collisions. Preliminary side-impact test and evaluation procedures have been conducted for roadside safety hardware, like guardrails, guardrail terminals, luminaire supports, utility poles, and signs. Recommendations for performing roadside hardware side-impact crash tests are summarized; the results of several side-impact roadside hardware crash tests are described; the proposed test and evaluation procedures are compared with other major side-impact test and evaluation procedures; and areas requiring further research are discussed.
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5

Azim, A., Aidy Ali, Sahari B. Barkawi, A. A. Nuraini, A. A. Faieza, Tuan Hafandi Tuan Ismail, M. Salleh Salwani, et al. "Performance of Aluminium Alloy Side Door Subjected to Pole Impact Test." Applied Mechanics and Materials 165 (April 2012): 280–84. http://dx.doi.org/10.4028/www.scientific.net/amm.165.280.

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This paper presents the performance of Aluminium Alloy side door subjected to side pole impact test. Aluminium Alloy is used in order to reduce the overall car weight. Therefore further improvements of the Aluminium Alloy side door system were carried out to obtain similar crash performance with the conventional steel side door system. The main crash performance properties are the internal energy, bending displacement, and mass. These properties were used to simulate the pole impact test using LS-DYNA Finite Element software. The improvements techniques used involved parameters such as thickness variation of the parts, ribs addition, beam shape variations, and combination of the factors. From the tests, three designs which include combination of parameters have met the target requirements. Thus, the use of Aluminium Alloy in side door system is acceptable provided there are improvements regarding the crash performance.
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6

Ariffin, Aqbal Hafeez, Mohd Syazwan Solah, Hamzah Azhar, Mohd Hafzi Mohd Isa, Mohd Khairudin Rahman, Zulhaidi Mohd Jawi, Noor Faradila Paiman, Yahaya Ahmad, and Khairil Anwar Abu Kassim. "Development of Mobile Deformable Barrier for Side Impact Crashworthiness Evaluation in ASEAN New Car Assessment Programme (ASEAN NCAP)." Applied Mechanics and Materials 663 (October 2014): 562–66. http://dx.doi.org/10.4028/www.scientific.net/amm.663.562.

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Side impact crash test simulates a road crash wherein the side of a vehicle is being impacted, either perpendicularly or at an angle, by the front-end of another vehicle of about similar mass. In Malaysia, this crash configuration is the second leading cause of fatality and injury in road crashes after frontal collision. Extensive research have been carried out worldwide in order to mitigate occupant injury in side impact collision through provision of side impact protection system in vehicle such as side impact airbags and side door bars. As a result, various global regulations and consumer test requirements concerning side impacts have been established to evaluate the effectiveness of the said protection system. Recently, the Malaysian government has implemented the United Nation’s regulation pertaining to side impact protection (UN Regulation 95) for new passenger vehicles in the country. Hence, as a newly established automobile safety rating programme in the region, the ASEAN New Car Assessment Programme (ASEAN NCAP) has a plan in the pipeline to implement UN R95 side impact crash test tentatively in its future assessment scheme. A mobile deformable barrier (MDB) was developed as a preparation towards implementing the ASEAN NCAP’s side impact crashworthiness evaluation. This paper describes characteristics and requirements of the UN R95 as well as the development of the MDB according to the regulation. Several tests and improvements were conducted to ensure the MDB is reliable and having high repeatability for testing.
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7

Ispas, Nicolae, and Mircea Nastasoiu. "Crash Tests and the Loads over Driver Head in Different Side Impact Cases." Applied Mechanics and Materials 823 (January 2016): 181–86. http://dx.doi.org/10.4028/www.scientific.net/amm.823.181.

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Car occupant protection in traffic accidents is a key target of today cars manufacturers. Known as active or passive safety, many technological solutions were developing over the time for an actual better car’s occupant safety. In the real world, in traffic accidents are often involved cars from different generations with various safety historical solutions. The aims of these papers are to quantify the influences over the car driver head loads in cases of different generation of cars involved in side crashes. For each case the experimental load results can be future used to calculate Head Injury Criterion (HIC) [1]
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8

Wang, Chuan Qing, Deng Feng Wang, and Shuai Zhang. "Research on Lightweight Multi-Objective Optimization for Closed Body-in-White Structure." Applied Mechanics and Materials 724 (January 2015): 93–99. http://dx.doi.org/10.4028/www.scientific.net/amm.724.93.

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The 100% frontal crash and side impact performances of a passenger car are analyzed and compared with tests. The structural optimization of the Closed Body-in-White (BIW) is divided into two stages which are 100% frontal crash safe part optimization and side impact safe part optimization. Use the Optimal Latin hypercube (Opt LHD) design method to generate sample points. Take the Radial Basis Functions (RBF) neural network method to establish optimization approximation model. The non-dominated sorting genetic algorithm (NSGA-II) was used to conduct multi-objective collaborative optimization design. The results show that the total mass of the closed BIW is reduced 9.745kg; the light weight rate was 10.27%. The Crashworthiness performance of the closed BIW does not change obviously.
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9

Reid, John D., John R. Rohde, and Dean L. Sicking. "Box-Beam Burster Energy-Absorbing Single-Sided Crash Cushion." Transportation Research Record: Journal of the Transportation Research Board 1797, no. 1 (January 2002): 72–81. http://dx.doi.org/10.3141/1797-09.

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A new box-beam burster energy-absorbing single-sided crash cushion (BEAT-SSCC) was designed and crash tested. This energy-absorbing crash cushion is designed to shield a rigid hazard, such as the end of a concrete safety-shaped barrier. Energy-absorbing capabilities of the BEAT-SSCC are based on the bursting tube technology, similar to that used with the box-beam burster energy-absorbing terminal. Five full-scale vehicle crash tests were conducted to evaluate the impact performance of the BEAT-SSCC in accordance with guidelines set forth in NCHRP Report 350: ( a) Test Designation 3-31—pickup truck head-on test; ( b) Test Designation 3-38—pickup truck critical impact point test (two tests to evaluate two different critical impact points); ( c) Test Designation 3-39—pickup truck reverse direction test at midpoint of crash cushion, and ( d) modified Test Designation 3-39—pickup truck reverse direction test at connection to the concrete barrier. The crash cushion performed as designed, and the BEAT-SSCC meets all evaluation criteria for a Test Level 3 crash cushion set forth in NCHRP Report 350. The BEAT-SSCC is being evaluated by FHWA for approval to be used on the National Highway System.
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10

Lilehkoohi, A. H., A. A. Faieza, B. B. Sahari, A. A. Nuraini, and M. Halali. "Crashworthiness Determination of Side Doors and B Pillar of a Vehicle Subjected to Pole Side Impact." Applied Mechanics and Materials 663 (October 2014): 552–56. http://dx.doi.org/10.4028/www.scientific.net/amm.663.552.

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Pole Side Impact Test is one out of three crash tests described by Euro NCAP standard for star rating of a vehicle and is required for assessing the Adult Occupant Protection. In this paper the goal is to determine the crashworthiness of side doors and B pillar in a Pole Side Impact Test based on Euro New Car Assessment Program (Euro-NCAP) using computer and simulation method. In this matter, a vehicle model has been prepared and meshed using Hypermesh and CATIA. The velocity of 29 km/h has been assigned to the vehicle which was on top of a cart while the pole has been assigned as a rigid static object based on Euro NCAP requirements specifically. Results show that different amounts of energy will be absorbed by each part, such as the side doors and the B pillar, and each part has a different effect on the crashworthiness of the vehicle in a Pole Side Impact Test. It can be concluded that to increase the amount of absorbed energy in a Pole Side Impact Test, the part which has more influence should be taken into greater consideration.
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11

Sudharsan, Ranjani, Bernard F. Rolfe, and Peter D. Hodgson. "The Indentation Behaviour of Carbon Fibre Composite Tubes-Experiments & Modelling." Materials Science Forum 654-656 (June 2010): 2616–19. http://dx.doi.org/10.4028/www.scientific.net/msf.654-656.2616.

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Metallic tubes have been extensively studied for their crashworthiness as they closely resemble automotive crash rails. Recently, the demand to produce lighter weight, yet safer vehicles has led to the need to understand the crash behaviour of novel materials, such as fibre reinforced polymer composites, metallic foams and sandwich structures. This paper discusses the static indentation response of Carbon Fibre Reinforced Polymer (CFRP) tubes. The side impact on a CFRP tube involves various failure mechanisms. This paper highlights these mechanisms and compares the energy absorption of CFRP tubes with similar Aluminium tubes. The response of the CFRP tubes during bending was modelled using ABAQUS finite element software with a composite fabric material model. The material inputs were given based on standard tension and compression test results and the in-plane damage was defined based on cyclic shear tests. The failure modes and energy absorption observed during the tests were well represented by the finite element model.
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12

Prochowski, L., M. Ziubiński, and T. Pusty. "Experimental and analytic determining of the characteristics of deformation and side stiffness of a motor car body based on results of side-impact crash tests." IOP Conference Series: Materials Science and Engineering 421 (October 11, 2018): 032025. http://dx.doi.org/10.1088/1757-899x/421/3/032025.

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13

Park, Soo Yeon, and Younghyo Song. "The Effect Of Ownership Structure On Future Stock Price Crash Risk: Korean Evidence." Journal of Applied Business Research (JABR) 34, no. 2 (February 26, 2018): 355–68. http://dx.doi.org/10.19030/jabr.v34i2.10136.

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This paper examines the effect of ownership structure on firm-specific stock price crash risk using listed firm (KOSPI) data in Korea. Prior literatures suggest that corporate governance has an impact on the level of disclosure and the quality. Managers may stockpile negative information about the company, but when such accumulated bad news crosses a threshold, the negative information suddenly becomes publicly available and a stock price crash is observed (Hutton, Marcus, & Tehranian 2009). Prior studies have documented the determinants of future stock price crash risk (Jin & Myer 2006; Hutton et al. 2009; Kim, Li, & Zhang 2011; Hamm, Li, & Ng 2013; Xu, Jiang, Chan, & Yi 2013; Jo, Moon, & Choi 2015; Kim & Zhang 2016). However, it is hard to find the papers about corporate ownership and future stock price crash risk at the term of determinants of the risk. Compare to some financially advanced countries where ownership and management are effectively separated, there is no clear distinction between ownership and management in Korea. Using the percentage of managerial ownership and that of foreign ownership as proxies for ownership structure and measures for future stock price crash risk which was used by Callen and Fang (2013, 2015) and Kim and Zhang (2016), we conducted an empirical analysis examining the link between corporate ownership structure and companies’ subsequent stock price crash risk. We collect 4,294 firm-year observations listed on Korean market from 2002 to 2015, and we use the measures of firm-specific stock price crash risk based on Callen and Fang (2013, 2015) to examine the relation between corporate ownership structure and subsequent stock price crash risk. From the empirical tests, the percentage of managerial ownership is negatively associated with future stock price crash risk. It implies that managerial ownership increases to align the interests of shareholders and managers, it could alleviate the agency problem between them (Jensen & Meckling 1976), helping to resolve information asymmetry and prevent bad news from being withheld, ultimately lowering future stock price crash risk. In addition, we find that higher foreign ownership significantly weakens the negative relation between the percentage of managerial ownership and future stock price crash risk. We interpret this results that the negative side of foreign ownership failed to effectively reduce agency costs, weakening the negative correlation between managerial ownership and future stock price crash risk. Our study may shed some light on the understanding of the ownership structure as a determinant of future stock price crash risk to firms and investors who want to handle crash risk in the stock market.
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14

Viano, David C., Milan Patel, and Michael A. Ciccone. "Patterns of Arm Position during Normal Driving." Human Factors: The Journal of the Human Factors and Ergonomics Society 31, no. 6 (December 1989): 715–20. http://dx.doi.org/10.1177/001872088903100607.

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Left arm position was determined from movies taken by the Insurance Institute for Highway Safety of 1890 vehicles approaching an intersection on a normal two-lane road. The dynamics of driving were apparent as the drivers shifted their left arms from the armrest to place their hands on the steering wheel 23.8% of the time when stopping at intersections. Whereas drivers used the armrest 34.4% of the time on the open road, the armrest was used only 10.6% of the time at the intersection. The driver's left hand was on the steering wheel 69.6% of the time at the intersection. Use of the windowsill to rest the arm varied among passenger cars, trucks/vans, and sports cars primarily because of differences in shoulder and windowsill height. A lower relative position in trucks and vans promoted use of the windowsill to rest the arm. Given that serious injury in multivehicle side impacts most frequently occurs in intersection crashes, design improvements of the side interior should focus on direct loading of the chest and abdomen. In addition, crash tests should be set up with the dummy's left hand on the steering wheel and arm away from the side.
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15

Hall, Gregory W., Jeff R. Crandall, Gregory S. Klopp, and Walter D. Pilkey. "Angular Rate Sensor Joint Kinematics Applications." Shock and Vibration 4, no. 4 (1997): 223–29. http://dx.doi.org/10.1155/1997/243513.

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High speed rotary motion of complex joints were quantified with triaxial angular rate sensors. Angular rate sensors were mounted to rigid links on either side of a joint to measure angular velocities about three orthogonal sensor axes. After collecting the data, the angular velocity vector of each sensor was transformed to local link axes and integrated to obtain the incremental change in angular position for each time step. Using the angular position time histories, a transformation matrix between the reference frame of each link was calculated. Incremental Eulerian rotations from the transformation matrix were calculated using an axis system defined for the joint. Summation of the incremental Eulerian rotations produced the angular position of the joint in terms of the standard axes. This procedure is illustrated by applying it to joint motion of the ankle, the spine, and the neck of crash dummies during impact tests. The methodology exhibited an accuracy of less than 5% error, improved flexibility over photographic techniques, and the ability to examine 3-dimensional motion.
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16

Viano, David C. "Comparison of Arm Up and Down in Side Impacts With BioSID and Different Armrests." Journal of Biomechanical Engineering 116, no. 3 (August 1, 1994): 270–77. http://dx.doi.org/10.1115/1.2895730.

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BioSID dummy tests were run with the arm down at the side during loading of different armrests in simulated side impact crashes. The Hyge sled tests duplicated previous studies of BioSID with the arm up, SID, and animals. When the BioSID arm is against the side, the arm extends from the shoulder to the bottom of the third rib and has a steel shank covered by foam and vinyl. Loading through the arm transfers force to the three chest ribs and shoulder. In comparison, direct armrest loading of the chest or abdomen primarily involves a single rib and substantial rib deflection, when the armrest crush-force exceeds the strength of the rib. The Viscous response in BioSID showed the greatest difference of all criteria for the arm up or down. The response of the third rib correlated with injury risks determined from animal tests using the different armrest designs in a simulated high position. While injury data are not available for the arm at the side or for the armrest in the low position, the STIFF armrest may cause injury when the arm is not at the side and the armrest loads the liver and spleen. Rib deflection in BioSID showed the protrusion of the STIFF armrest into the abdominal region in both arm positions, because the loading was below the arm even in the down position. However, the arm extends laterally so it involves the upper ribs earlier than in the arm-up condition where more space is available. Torso deflection showed similar maxima with the arm down and a high armrest position, because the bridging action of the arm and shoulder increases the stiffness of the dummy. The armrest designs cover a range in crush characteristics for occupant protection systems based on experience with other interior safety features, knowledge of human tolerance, and results of injury in animal tests. The SOFT design was most appropriate for interior use. The STIFF design produced serious injury in companion tests with animals, and the BioSID correctly assessed injury risk by peak rib deflection or Viscous response when tested similarly. In contrast, SID and TTI(d) did not indicate injury risks or safety performance. The current study indicates that response differences can be expected with arm placement, and BioSID can assess safety implications of different armrest types and arm placement.
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17

Heyner, DB, G. Piazza, E. Beeh, G. Seidel, HE Friedrich, D. Kohl, H. Nguyen, C. Burgold, and D. Berthold. "Innovative concepts for the usage of veneer-based hybrid materials in vehicle structures." Proceedings of the Institution of Mechanical Engineers, Part L: Journal of Materials: Design and Applications 235, no. 6 (March 14, 2021): 1302–11. http://dx.doi.org/10.1177/1464420721998398.

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A promising approach for the development of sustainable and resource-saving alternatives to conventional material solutions in vehicle structures is the use of renewable raw materials. One group of materials that has particular potential for this application is wood. The specific material properties of wood in the longitudinal fiber direction are comparable to typical construction materials such as steel or aluminum. Due to its comparatively low density, there is a very high lightweight construction potential especially for bending load cases. Structural components of the vehicle body are exposed to very high mechanical loads in the case of crash impact. Depending on the component under consideration, energy has to be absorbed and the structural integrity of the body has to be ensured in order to protect the occupants. The use of natural materials such as wood poses particular challenges for such applications. The material characteristics of wood are dispersed, and depend on environmental factors such as humidity. The aim of the following considerations was to develop a material system to ensure the functional reliability of the component. The test boundary conditions for validation also play a key role in this context. The potential of wood–steel hybrid design based on laminated veneer lumber and steel was investigated for use in a component subjected to crash loads such as the door impact beam. The chosen solution involves a separation of functions. A laminated veneer lumber-based beam was hybridized with a steel strip on the tension side. The steel strip was designed to compensate the comparatively low elongation at fracture of the wood and to ensure the integrity of the beam. The wooden component was designed for high energy absorption due to delamination and controlled failure during the impact, while maintaining the surface moment of inertia, i.e. the bending stiffness of the entire component. This approach was chosen to ensure the functional safety of the component, avoid sudden component failure and utilize the high potential of both materials. The tests carried out provided initial functional proof of the chosen solution. The hybridization achieved significantly higher deformations without sudden failure of the beam. In addition, bending capabilities were increased significantly compared to a beam without hybridization. In comparison with a state-of-the-art steel beam, the hybrid beam was not able to achieve the maximum deformation and the target weight of the hybrid beam. Further optimization of the hybrid beam is therefore necessary.
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18

Chalal, Hocine, and Farid Abed-Meraim. "Simulation of Structural Applications and Sheet Metal Forming Processes Based on Quadratic Solid–Shell Elements with Explicit Dynamic Formulation." International Journal of Applied Mechanics 11, no. 09 (November 2019): 1950082. http://dx.doi.org/10.1142/s1758825119500820.

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In this work, nonlinear dynamic analysis of thin structures is investigated using quadratic solid–shell (SHB-EXP) elements. The proposed SHB-EXP elements are based on a fully three-dimensional formulation using an in-plane reduced-integration scheme along with the assumed-strain method in order to alleviate most locking phenomena. These developments consist of a 20-node hexahedral element, denoted SHB20-EXP, and its 15-node prismatic counterpart, denoted SHB15-EXP. The formulation of these elements is combined with fully three-dimensional behavior models, including elastic behavior as well as anisotropic plastic behavior for metallic materials. The resulting formulations are implemented into the ABAQUS explicit/dynamic software package in the framework of large displacements and rotations. First, to assess the performance of the SHB-EXP elements, four representative nonlinear dynamic benchmark tests have been conducted. Then, impact/crash problem and deep drawing of cylindrical cup have been performed to demonstrate the capabilities of the SHB-EXP elements in handling various types of nonlinearities (large strains, anisotropic plasticity, and double-sided contact). Comparisons with results obtained by ABAQUS elements as well as with reference solutions taken from the literature show the good capabilities of the developed quadratic SHB-EXP elements for the explicit dynamic simulation of thin structures.
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19

Tandler, Joachim. "Crash safety through side impact protection." ATZ worldwide 110, no. 11 (November 2008): 4–11. http://dx.doi.org/10.1007/bf03225039.

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20

Teng, Tso Liang, Cho Chung Liang, Chien Jong Shih, and Da An Fung. "Study of Crash Acceleration Curves on the Side-Impact Test." Advanced Materials Research 230-232 (May 2011): 1335–39. http://dx.doi.org/10.4028/www.scientific.net/amr.230-232.1335.

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The vehicle crash acceleration curve is an important measured data which can represents a time history response of a vehicle during an impact test. To investigate the crash acceleration curve not only can realize the dynamic response and energy change of the impact process, but also able to assess the severity of occupant injury during a crash. The side-impact crash acceleration curve was investigated in this study. The characteristics of the measured crash curve of vehicle impact test can be analyzed to discuss the effect of the crash curve shape on the occupant injury. The shape, amplitude and duration characteristics of curve were discussed herein. Furthermore, a better curve shape to effectively reduce occupant injury was proposed. The trend of curve shape obtained in this study could help evaluate vehicle crash safety and guide the future development of safety technologies.
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21

Tandler, J., E. Zimmerman, V. Muntean, B. Seipel, T. Koch, D. Willersinn, M. Grinberg, C. Mayer, and M. Diez. "A new pre-crash system for side impact protection." International Journal of Crashworthiness 13, no. 6 (December 9, 2008): 679–92. http://dx.doi.org/10.1080/13588260802411499.

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22

Zheng, Yao-Jun. "Vehicle Side Crash Safety Research based on Dynamics Modeling and Analysis." Open Mechanical Engineering Journal 8, no. 1 (December 31, 2014): 765–69. http://dx.doi.org/10.2174/1874155x01408010765.

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The safety of vehicle side impact has become an important research content in the field of automotive passive safety. The nonlinear dynamic explicit finite element method is used to establish the side crashworthiness model of vehicle and side crash finite element model validation is also given. The finite element model is consistent with vehicle side stiffness, which can be used in the side crash simulation analysis. The simulation calculation and result analysis of side crash are carried out for a particular vehicle model to improve the side crash safety performance.
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23

김관희, huichang jo, and 박인송. "Research on Methodology of Passenger Protection at Side Impact Crash." Journal of the Korean Society of Mechanical Technology 12, no. 4 (December 2010): 101–6. http://dx.doi.org/10.17958/ksmt.12.4.201012.101.

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24

Lidbe, Abhay, Praveena Penmetsa, Teng Wang, Emmanuel Kofi Adanu, and Shashi Nambisan. "Do NHTSA vehicle safety ratings affect side impact crash outcomes?" Journal of Safety Research 73 (June 2020): 1–7. http://dx.doi.org/10.1016/j.jsr.2020.02.001.

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25

Zalewski, Jarosław. "Selected problems of motor vehicle maintenance after side impact collision." MATEC Web of Conferences 182 (2018): 01019. http://dx.doi.org/10.1051/matecconf/201818201019.

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Over the years certain amount of works have been devoted to the selected aspects of motor vehicle collision modeling. Also, in some previous works by the author of this paper the selected problems related to collision modelling have been included. Those papers concerned mostly relations of the obtained crash simulation results to analytical results based on the Routh method, including restitution of the velocities normal and tangential to the plane of crash common for both vehicles involved in the accident. The aim of this paper is to present the selected problems related to the side impact motor vehicle collision modeling, which can be considered as a cause for certain diagnostic problems related to further maintenance of such vehicle after repair.
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26

Wang, Shu Fan, Su Li Feng, and Jun De Si. "Safety Characteristic of HSS in Car Side Impact." Applied Mechanics and Materials 16-19 (October 2009): 1299–304. http://dx.doi.org/10.4028/www.scientific.net/amm.16-19.1299.

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The lateral stiffness of a car is 1/12 of frontal stiffness for a typical side crash, and the deformable space is smaller than frontal zone too. In order to study the safety characteristic of HSS in car side impact, the side impact test and simulation were respectively completed. The main factors which influence side crashworthiness were carried out and it’s also the basis for further research on the car body crashworthiness of side impact.
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27

Lee, Youngmyung, Yong-Ha Han, Sang-ok Park, and Gyung-Jin Park. "Vehicle crash optimization considering a roof crush test and a side impact test." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 10 (September 5, 2018): 2455–66. http://dx.doi.org/10.1177/0954407018794259.

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The vehicle performances for the side impact test and the roof crush test are dependent on the side structure design of a vehicle. Crash optimization can be employed to enhance the performances. A meta-model-based structural optimization technique is generally utilized in the optimization process since the technique is simple to use. However, the meta-model-based optimization is not suitable for problems with many design variables such as topology and topometry optimizations. A crash optimization methodology is proposed to consider both the side impact test and the roof crush test. The equivalent static loads method is adopted for the side impact test and the enforced displacement method is adopted for the roof crush test, and the two methods are integrated. A design formulation is defined. The survival distance from the side impact test and the roof strength for the roof crush test are used for the design constraints. Crash optimization is performed for a practical large-scale structure. For conceptual design, reinforcement of the B-pillar is determined by using topometry optimization, and size and shape optimizations are employed for a detailed design to satisfy the design constraints while the mass is reduced.
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Johnson, Nicholas S., and Hampton C. Gabler. "Accuracy of a Damage-Based Reconstruction Method in NHTSA Side Crash Tests." Traffic Injury Prevention 13, no. 1 (January 2012): 72–80. http://dx.doi.org/10.1080/15389588.2011.636592.

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Büyük, Murat, Ali Atahan, and Kenan Kurucuoğlu. "Impact Performance Evaluation of a Crash Cushion Design Using Finite Element Simulation and Full-Scale Crash Testing." Safety 4, no. 4 (November 1, 2018): 48. http://dx.doi.org/10.3390/safety4040048.

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Crash cushions are designed to gradually absorb the kinetic energy of an impacting vehicle and bring it to a controlled stop within an acceptable distance while maintaining a limited amount of deceleration on the occupants. These cushions are used to protect errant vehicles from hitting rigid objects, such as poles and barriers located at exit locations on roads. Impact performance evaluation of crash cushions are attained according to an EN 1317-3 standard based on various speed limits and impact angles. Crash cushions can be designed to absorb the energy of an impacting vehicle by using different material deformation mechanisms, such as metal plasticity supported by airbag folding or damping. In this study, a new crash cushion system, called the ulukur crash cushion (UCC), is developed by using linear, low-density polyethylene (LLDPE) containers supported by embedded plastic energy-absorbing tubes as dampers. Steel cables are used to provide anchorage to the design. The crashworthiness of the system was evaluated both numerically and experimentally. The finite element model of the design was developed and solved using LS-DYNA (971, LSTC, Livermore, CA, USA), in which the impact performance was evaluated considering the EN 1317 standard. Following the simulations, full-scale crash tests were performed to determine the performance of the design in containing and redirecting the impacting vehicle. Both the simulations and crash tests showed acceptable agreement. Further crash tests are planned to fully evaluate the crashworthiness of the new crash cushion system.
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Shasthri, S., Qasim H. Shah, V. Kausalyah, Moumen M. Idres, Kassim A. Abdullah, and Wong Shaw Voon. "Lateral Side Impact Crash Simulation of Restrained 3 Year Old Child." Applied Mechanics and Materials 663 (October 2014): 590–95. http://dx.doi.org/10.4028/www.scientific.net/amm.663.590.

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Motor vehicle crashes have become the leading cause of death for children in many developed countries and the trend is on the rise in Malaysia. Child anatomy and physiology necessitates a separate restraints system to be implemented during vehicle travel. Although approximately twice as many crashes with a child fatality are frontal compared to lateral, it is shown that side impacts are nearly twice as likely to result in a child fatality as frontal impacts. Due to the complexity and the highly non-linear nature of vehicle crash affecting occupants, much work still remains to be looked into. This is especially so in the study of injury mechanisms towards efforts of improving CRS design as well as vehicle parameters that may offer more effective and robust injury mitigation. The study here presents a methodology which outlines the development and testing of a simulation model where a 3 year old child, restrained in a CRS within a vehicle, is subjected to lateral side impact by a bullet vehicle. A combined environment of both Finite Element as well as Multi-body is used for the model development. A HYBRID III dummy model is used to represent the child while an FE model is used for the CRS model. A hybrid modelling method is utilized for the belt harness system. The model and simulation conditions are set based on the global FMVSS standard. Head injury criterion and Neck injury criterion are primarily considered in the model assessment. Model development as well as validation steps are presented with discussion of the model’s salient features for greater insights in the study of injury mechanisms.
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Stadnicki, Jacek, and Ireneusz Wróbel. "Improvement of passenger car rear side door beam stiffness." Mechanik 91, no. 7 (July 9, 2018): 561–63. http://dx.doi.org/10.17814/mechanik.2018.7.84.

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To protect passengers against consequences of side crash side door beams are assembled to doors of passenger cars. Their stiffness is examined during stand tests. The FE model to simulate such a test is described. After verification the model has been applied to improve of rear door side beam stiffness.
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Zhang, Hui, Siyao Li, Chaozhong Wu, Qi Zhang, and Yafen Wang. "Predicting Crash Frequency for Urban Expressway considering Collision Types Using Real-Time Traffic Data." Journal of Advanced Transportation 2020 (March 20, 2020): 1–8. http://dx.doi.org/10.1155/2020/8523818.

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Current studies on traffic crash prediction mainly focus on the crash frequency and crash severity of freeways or arterials. However, collision type for urban expressway crash is rarely considered. Meanwhile, with the rapid development of urban expressway systems in China in recent years, traffic safety problems have attracted more attention. In addition, the traffic characteristics are considered to be a potentially important predictor of traffic accidents; however, their impact on crashes has been controversial. Therefore, a crash frequency predicting model for urban expressway considering collision types is proposed in this study. The loop detector traffic data and historical crash data were aggregated based on the similarities of the traffic conditions 5 minutes before crash occurrence, among which crashes were divided by collision type (rear-end collision and side-impact collision). The impact of traffic characteristics along with weather variables as well as their interactions on crash frequency was modelled by using negative binomial regression model. The results indicated that the influence of traffic and weather factors on two collision types shared similar trend, but different level. For rear-end collisions, crash frequency increased with lower average speed and high traffic volume under low speed limit. And when the speed limit is high, higher average speed coupled with larger volume increases the probability of crash. Higher average speed and traffic volume increase the probability of side-impact collisions, without being affected by the speed limit. The findings of the present study could help to determine efficient safety countermeasures aimed at improving the safety performance of urban expressway.
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Pruitt, Stephen W., and George E. Hoffer. "Crash Test Dummies? The Impact of Televised Automotive Crash Tests on Vehicle Sales and Securities Markets." Journal of Public Policy & Marketing 23, no. 2 (September 2004): 102–14. http://dx.doi.org/10.1509/jppm.23.2.102.51402.

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34

Yin, Hui Jun, Jian Jin, Ping Hui Yang, Yu Pan, and Shu Kun Ma. "Simulation Analysis of Crash Tests for the Front Side Member in LS-DYNA." Advanced Materials Research 199-200 (February 2011): 1200–1205. http://dx.doi.org/10.4028/www.scientific.net/amr.199-200.1200.

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How to improve the collision process of safety performance has become one of the most important issue in the automobile manufacturing enterprises. This paper using LS-DYNA made a security analyses about former girders, based in half vehicle model, analyzing the security of the front side member to reflect the vehicle’s performance. At the same time, through the front side member’s assembly structure’s contrast with the modified ones, the result has proved the improvement is more effective.
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35

Golman, Adam J., Kerry A. Danelson, Logan E. Miller, and Joel D. Stitzel. "Injury prediction in a side impact crash using human body model simulation." Accident Analysis & Prevention 64 (March 2014): 1–8. http://dx.doi.org/10.1016/j.aap.2013.10.026.

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Zhu, Xiu Yun, Rong Pan, and Feng Sun. "FEM Analysis of Impact Tests for Steel Plate Concrete Panels against Scaled-Aircraft Impact." Applied Mechanics and Materials 477-478 (December 2013): 777–83. http://dx.doi.org/10.4028/www.scientific.net/amm.477-478.777.

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Due to the rear-face steel plate of the steel plate concrete wall (SC) is very effective in preventing the perforation and scabbing of concrete, in order to resist the impact of commercial aircraft crash, steel plate concrete structures are usually used in the design of external walls of nuclear power plants. In this paper, the simulation analysis of the impact test of 1/7.5 scaled aircraft model impacting the steel plated concrete panels is carried out by using finite element code ANSYS/LS-DYNA. The Winfrith material model (*MAT_84) in ANSYS/LS-DYNA is used to simulate the concrete. The damage profile of panels and residual velocity of aircraft engine comparisons between the simulations and tests are presented in this paper. The results indicate that the damage modes from the impact simulations are very good agreement with the experimental result. It is verified that not only the selection of the material parameters needed for the steel plated concrete wall and aircraft model but also the entire analysis method was appropriate and effective. This paper provided the effective methodology for simulation of the response of the steel plated concrete structure of nuclear power plant due to commercial aircraft crash impact.
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Salwani, M. Salleh, Aidy Ali, Sahari B. Barkawi, A. A. Nuraini, A. A. Faieza, Tuan Hafandi Tuan Ismail, J. Mai Nursherida, et al. "Analysis on Impact Performance of Aluminum Automotive Side Member." Applied Mechanics and Materials 165 (April 2012): 209–13. http://dx.doi.org/10.4028/www.scientific.net/amm.165.209.

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In this study an aluminium alloy is introduced as an alternative lightweight material in automotive industry. In order to achieve lightweight design, the study was undertaken on a side member of automotive parts. Crashworthiness performance of AA5182 side member is compared to the automotive steel side member. By designing 16 experiments based on full factorial design, the effect of thickness with four levels on the crash performance of the AA5182 side member was investigated for each loading conditions, axial and oblique loading. Mass, energy absorbed and maximum force is set as the evaluation criterion and the full factorial design has presented several designs to serve the evaluated criterion.
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38

Jaśkiewicz, Marek, Damian Frej, Jan Matej, and Rafał Chaba. "Analysis of the Head of a Simulation Crash Test Dummy with Speed Motion." Energies 14, no. 5 (March 8, 2021): 1476. http://dx.doi.org/10.3390/en14051476.

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The article presents a model of an anthropometric dummy designed for low velocity crash tests, designed in ADAMS. The model consists of rigid bodies connected with special joints with appropriately selected stiffness and damping. The simulation dummy has the appropriate dimensions, shape, and mass of individual elements to suit a 50 percentile male. The purpose of this article is to draw attention to low speed crash tests. Current dummies such as THOR and Hybrid III are used for crash tests at speeds above 40 km/h. In contrast, the low-speed test dummy currently used is the BioRID-II dummy, which is mainly adapted to the whiplash test at speeds of up to 16km/h. Thus, it can be seen that there is a gap in the use of crash test dummies. There are no low-speed dummies for side and front crash tests, and there are no dummies for rear crash tests between 16 km/h and 25 km/h. Which corresponds to a collision of a passenger vehicle with a hard obstacle at a speed of 30 km/h. Therefore, in collisions with low speeds of 20 km/h, the splash airbag will probably not be activated. The article contains the results of a computer simulation at a speed of 20 km/h vehicle out in the ADAMS program. These results were compared with the experimental results of the laboratory crash test using volunteers and the Hybrid III dummy. The simulation results are the basis for building the physical model dummy. The simulation aims to reflect the greatest possible compliance of the movements of individual parts of the human body during a collision at low speed.
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Sun, Xi Long, Deng Feng Wang, and Fang Lu. "Structure Improvement and Experiment Validation for a Car Side Impact." Applied Mechanics and Materials 224 (November 2012): 133–37. http://dx.doi.org/10.4028/www.scientific.net/amm.224.133.

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A side impact simulation model for a car was built according to China New Car Assessment Programme(CNCAP) and the 120ms response of the side impact was calculated by Pam-Crash software. The side security performance of base model was evaluated with the assessment criteria for the side security which was defined base on the experience and development requirement. Because of the stiffness insufficiency of base model, the body side structure was improved by multiple optimizations to improve the side security performance of body-in-white. The optimal scheme was validated by the test results, and the side security performance satisfies the production development requirements. The reliability and accuracy of the side impact model were validated according to the comparison analysis of test and simulation.
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40

Kim, Se Ho. "Prehistoric Effect of the Stamping Process on the Crash Analysis of an Automobile under Frontal Impact." Advanced Materials Research 711 (June 2013): 149–54. http://dx.doi.org/10.4028/www.scientific.net/amr.711.149.

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In this paper, a frontal crash analysis is carried out with a full vehicle model in order to investigate the influence of stamping effects of auto-body members on the crash characteristics of the vehicle. Stamping effects are considered for load carrying members such as the front side member and the rear lower. From the analysis result considering stamping effects, it is conformed that stamping history has to be considered for longitudinal members simultaneously that transfer the impact load under the frontal impact. Comparison of simulation result with experimental one also shows that the prediction accuracy of the crash analysis is remarkably improved.
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41

Rohde, John R., Dean L. Sicking, and John D. Reid. "Box-Beam Burster Energy-Absorbing Terminal Bridge Pier Protection System." Transportation Research Record: Journal of the Transportation Research Board 1851, no. 1 (January 2003): 74–82. http://dx.doi.org/10.3141/1851-08.

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A new box-beam burster energy-absorbing terminal (BEAT) bridge pier (BEAT-BP) protection system was successfully crash tested according to the safety performance criteria presented in NCHRP Report 350. The system comprises two BEAT crash cushions and a frame that envelops the bridge piers. Because of the close proximity to the piers, the system has a footprint significantly smaller than those of the other available options. Three crash tests were considered necessary to evaluate the BEAT-BP protection system and were conducted successfully: a pickup truck critical impact point (CIP) transition test at a bridge pier (Test Designation 3-21), a pickup truck CIP test at the connection between the crash cushion and the tubular frame structure (Test Designation 3-38), and a pickup truck end-on test for the crash cushion (Test Designation 3-31). A total of four crash tests were conducted, including one failed test (Test BP-2). The BEAT-BP protection system performed satisfactorily in all three required crash tests, meeting all evaluation criteria set forth in the guidelines of NCHRP Report 350.
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42

Vangi, Dario, Michelangelo-Santo Gulino, Anita Fiorentino, and Antonio Virga. "Crash momentum index and closing velocity as crash severity index." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 13 (January 17, 2019): 3318–26. http://dx.doi.org/10.1177/0954407018823658.

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The velocity change Δ V of a vehicle subject to a collision, widely recognized as an efficient crash severity indicator, is a typical ‘a posteriori’ parameter, not generally known until the crash phase has been reconstructed. Δ V is the result of a combination of factors, regarding the impact velocities of the colliding vehicles and the geometry of the impact (as eccentricity, etc.): for this reason, its value alone gives no clear indications on the actions which can be undertaken to reduce crash severity. This feature is particularly critical in some application fields, for example, in case of advanced driver assistance systems assessment in different accident scenarios. This work proposes the disaggregation of Δ V into two different ‘a priori’ parameters to assess crash severity of an impact before its occurrence: the crash momentum index, representing the impact configuration, and the closing velocity projected along the principal direction of force ( Vr_pdof), as an index of the kinetic energy exchanged between the two vehicles. It is preliminarily shown how the proposed parameters can be calculated using established procedures – as momentum-based analysis – in a predictive (‘a priori’) approach. It is also evidenced how crash momentum index, Vr_pdof and the velocity change Δ V are in relation. To illustrate the procedure by means of examples, binary logistic regression on accident data is applied to correlate crash momentum index and Δ V to injury risk at Maximum Abbreviated Injury Scale level higher than 2. The use of crash momentum index as an additional severity index allows an improved correlation with injury risk, for the dataset used, in case of front and near side impacts. The use of the plane Vr_pdof– crash momentum index, on which curves at constant injury risk are drawn, provides clear indications on the possible strategies to reduce injury risk, as shown by generic examples to which the predictive procedure is applied.
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43

Radová, Zuzana, and Luboš Nouzovský. "Measuring of Cyclist Impact Dynamics." Applied Mechanics and Materials 821 (January 2016): 456–63. http://dx.doi.org/10.4028/www.scientific.net/amm.821.456.

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The contribution is aimed at detection of cyclists’ dynamics in standard and non-standard situations. From forensic experts point of view there are significant both, ie. riding dynamics of cyclist and also post-crash motion in case of collision with passenger car.To determine the riding trajectory, it is necessary to devise a measuring apparatus and devise methods for measuring and processing of the collected data. This pilot study involves suggestion of available combination of several procedures such as accelerometric measuring, photogrammetry and GPS use. In addition, the pilot measurement to prove this method was performed.In the term of post-crash motion the paper deals with the biomechanical analysis of load exerted on the child cyclist in configuration typical for cyclists (sudden enter the road or the case of non-giving way; the car front vs. the left side of the cyclists). Safety contribution of the bicycle helmet.
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44

Kusyairi, Imam, Moch Agus Choiron, Yudy Surya Irawan, and Helmy Mukti Himawan. "Effects of Origami Pattern Crash Box and Rectangular Pattern Crash Box on The Modelling Of MPV Car Structure on Deformation." Journal of Energy, Mechanical, Material and Manufacturing Engineering 3, no. 2 (December 31, 2018): 61. http://dx.doi.org/10.22219/jemmme.v3i2.6831.

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Crash box serves as a kinetic energy absorber during collision. It has a tube shape, which is located between bumper and chasis. The crash box design requires development in order to reduce buckling mode and obtain symmetry folding mechanism, so it will achieve greater energy absortion. The researchers find a method to reduce tension due to impact by providing dents in crash box geometry. This research observed origami pattern crash box design having dents functioned as pre-folded so that collapse mode can be predicted and stable. In this research, the crash box was modeled according to the size of bumper and chassis on the MPV car. Testing simulation was performed by modelling Impactor as rigid body and crash box as flexible. Fixed support was housted in the surface of rear side of the crash box. Simulation process was started from the impactor moving to supress crash box. This Impactor collision led to deformation on the crash box. Crash box material was AA7004-T7, it was modelled as bilinier isotropic hardening. Based on the research result, the addition of pre folded pattern is able to reduce impact force at the first impact and has stable characteristic as well as predictable collapse mode.
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45

Fournier, Marc, Hichem Chenaitia, Catherine Masson, Pierre Michelet, Michel Behr, and Jean-Pierre Auffray. "Crew and Patient Safety in Ambulances: Results of a Personnel Survey and Experimental Side Impact Crash Test." Prehospital and Disaster Medicine 28, no. 4 (May 7, 2013): 370–75. http://dx.doi.org/10.1017/s1049023x13003543.

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AbstractIntroductionAmbulance drivers often travel under stressful conditions at high speed while using vehicles with poor high-speed maneuverability. The occupant safety of ambulance vehicles has not yet been addressed by the automotive safety paradigm; particularly for the rear patient compartment. This study had two objectives: (1) to assess by survey the French Emergency Medical Services (EMS) to determine the layout of the vehicle most often used and the EMS personnel's behavior during transport; and (2) to conduct a crash test to analyze the injuries which may affect EMS personnel and patients in the rear patient compartment.MethodFirstly, a survey was distributed to the 50 largest metropolitan French EMS programs. Secondly, a crash test was performed with a Mobile Intensive Care Unit (MICU) in conditions closest to reality.ResultsForty-nine of the 50 biggest metropolitan French EMS programs responded to the survey. This represents 108 French MICUs. During the last three years, 12 of 49 EMS programs (24%) identified at least one accident with an MICU, and six of these 12 (50%) suffered at least one death in those accidents. A crash test using a typical French EMS MICU showed that after impact of a collision, the ambulance was moved more than five meters with major consequences for all passengers. A study-approved human cadaver placed in the position of a potential patient was partially thrown from the stretcher with a head impact. The accelerometric reaction of the anthropomorphic manikin head was measured at 48G.ConclusionThe crash test demonstrated a lack of safety for EMS personnel and patients in the rear compartment. It would be preferable if each piece of medical equipment were provided with a quick release system resistant to three-dimensional 10G forces. The kinetic changes undergone by the “patient” substitute on the stretcher would probably have an effect of causing injury pathology. This study highlights the need for more research and development in this area.FournierM, ChenaitiaH, MassonC, MicheletP, BehrM, AuffrayJP. Crew and patient safety in ambulances: results of a personnel survey and experimental side impact crash test. Prehosp Disaster Med. 2013;28(4):1-6.
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46

Peng, Yichuan, Srinivas Reddy Geedipally, and Dominique Lord. "Effect of Roadside Features on Single-Vehicle Roadway Departure Crashes on Rural Two-Lane Roads." Transportation Research Record: Journal of the Transportation Research Board 2309, no. 1 (January 2012): 21–29. http://dx.doi.org/10.3141/2309-03.

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One of the most important tasks in traffic safety is investigating the relationship between motor vehicle crashes and the geometric characteristics of roadways. A large body of previous work provides meaningful results on the impact of geometric design on crash frequency. However, little attention has been paid to the relationship between roadway departure crashes and relevant roadside features such as lateral clearance, side slope condition, and driveway density. The lack of roadside data for use in estimating rigorous statistical models has been a major obstacle to roadside safety research for many years. This study investigated the relationship between single-vehicle roadway departure crashes and roadside features. Two types of models were developed: a negative binomial model of crash frequency and a multinomial logit model of crash severity. The study used field data collected in four districts in Texas. The results showed that shoulder width, lateral clearance, and side slope condition had a significant effect on roadway departure crashes. Crash frequency and severity increased when lateral clearance or shoulder width decreased and when the side slope condition became worse. Driveway density was not found to have a significant influence on crash frequency or severity.
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47

Liu, Zhi Xin, Ren Jun Wan, and Yong Wan Shi. "Analysis of Lower Leg Injury of Occupant in Frontal Crash Tests Based on China NCAP Protocol." Advanced Materials Research 279 (July 2011): 400–405. http://dx.doi.org/10.4028/www.scientific.net/amr.279.400.

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With the popularization of passenger vehicle safety devices such as safety belt, airbag and so on, the chance that occupant’s upper limbs were injured seriously was decreased significantly in frontal impact. However, the injury of occupant’s lower limbs became more and more severe, especially on lower leg injury. 37 groups of test data of China NCAP crash tests including full-frontal rigid crash and 40% offset deformable barrier crash were investigated in this paper, and lower leg injury distributing characteristic of drivers and passengers in these two kinds of crash configurations were obtained. Finally the effect rules of characteristic parameters on lower leg injury were summarized.
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48

MATSUI, Yasuhiro. "8D-07 Occupant Injuries in Side Impact Tests." Proceedings of the Bioengineering Conference Annual Meeting of BED/JSME 2010.23 (2011): 65. http://dx.doi.org/10.1299/jsmebio.2010.23.65.

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49

Yoganandan, Narayan, and Frank A. Pintar. "Responses of side impact dummies in sled tests." Accident Analysis & Prevention 37, no. 3 (May 2005): 495–503. http://dx.doi.org/10.1016/j.aap.2004.12.007.

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50

Pachocki, Łukasz, Dawid Bruski, Stanisław Burzyński, Jacek Chróścielewski, Krzysztof Wilde, and Wojciech Witkowski. "On the influence of the acceleration recording time on the calculation of impact severity indexes." MATEC Web of Conferences 219 (2018): 03010. http://dx.doi.org/10.1051/matecconf/201821903010.

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The paper concerns with the analysis of normative requirements pertaining to experimental setup of a crash test and its numerical modelling. An overview of parameters describing the collision of a vehicle with a road restraining system is presented. A short description of a concrete road safety barrier is presented. A brief description of numerical modelling procedures for crash tests is given as well. The parametric influence analysis is performed of the acceleration recording time on various crash test functionality parameters The simulations are carried out using LS-DYNA finite element code with a solver version R.8.1
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