By Matthew Huang
Ruled by means of strict laws and the tricky stability of advanced interactions between variables, the appliance of mechanics to automobile crashworthiness isn't really an easy job. It calls for an exceptional figuring out of the basics, cautious research, and sensible wisdom of the instruments and methods of that analysis.Vehicle Crash Mechanics units forth the elemental ideas of engineering mechanics and applies them to the problem of crashworthiness. the writer reports the 3 fundamental components of crashworthiness: automobile, occupant, and reticence. He illustrates their dynamic interactions via analytical types, experimental equipment, and attempt info from real crash exams. Parallel improvement of the research of tangible try effects and the translation of mathematical versions on the topic of the try out offers perception into the parameters and interactions that impression the implications. precise case reviews current real-world crash exams, injuries, and the effectiveness of air bag and crash sensing structures. layout research formulation and - and three-d charts assist in visualizing the complicated interactions of the layout variables.Vehicle crashworthiness is a fancy, multifaceted quarter of research. motor vehicle Crash Mechanics clarifies its complexities. The booklet builds a fantastic origin and provides updated concepts had to meet the final word target of crashworthiness research and experimentation: to meet and maybe exceed the protection standards mandated via legislations.
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37 A Quantity to Normalize Velocity Fig. 38 Min. Norm. Velocity To Go Over an Obstacle The trajectories in the two cases at the takeoff ramp angles of 30°and 50° are shown in Fig. 39. For the ramp angle of 30°, the vertical velocity is zero near the top of the obstacle where it is the highest point of the trajectory. For the ramp angle of 50°, the vertical velocity of the vehicle is negative (on the way down) and landing occurs after the highest point of the trajectory has been reached. © 2002 by CRC Press LLC Fig.
20). Figs. 37 show the plots needed to find the take-off velocity, v. Given the ratio of h/d and 2 in degrees, the normalized velocity multiplied by the square root of 2gd yields the takeoff velocity v. Example 1: Given a takeoff ramp angle 2 = 30°, d=25ft, h=5ft, determine the minimum velocity needed for the vehicle to go over the obstacle. 7 ft/sec is based on a takeoff angle of 2 = 30°. 7 ft/sec if a proper takeoff angle is chosen. Fig. 38 shows the minimum normalized takeoff velocity at different takeoff ramp angles, 2, and values of h/d.
Therefore, the torso-hub contact velocity in this test is greater than the initial vehicle impact velocity of 14 mph due to vehicle rebound. The 14 mph rigid barrier test is a threshold test condition where an air bag deployment is warranted since there is an injury potential to an unbelted occupant in a frontal crash at this speed or higher speeds [6]. Fig. 2 Kinematics Based on Crash Film Records The kinematic analysis of an unbelted crash dummy in a mid-size car in a 14 mph rigid barrier test is compared to that based on accelerometer data.
