The frontal stiffness of passenger vehicles has gradually increased over time. Therefore the acceleration loads on the occupants in frontal crashes have also increased. Consequently at low and medium velocity impacts the occupants are exposed to higher acceleration levels with increasing risk for the occupants to sustain an injury. A vehicle front with an adaptive stiffness that is soft in low velocity impacts and stiff in high velocity impacts can reduce the overall injury risk for occupants and reduce or eliminate the consequences of sub-optimization. A concept for making the vehicle front stiffness adaptive by varying the crush force of the major energy absorbing members was developed and tested. The increase in crush force and energy absorption by pressurization of crash boxes and generic frontal longitudinal members was evaluated. Both conventional and pressurized crash boxes were tested in dynamic compression tests. The crash boxes were evaluated individually. In the tests the crash boxes were pressurized to 3.5 MPa (35 Bar) and impacted with velocities up to 15 km/h. The generic longitudinal members were evaluated individually and mounted in a generic front-end structure. In the individual tests the members were crushed with an impact velocity of 25 km/h. In the generic front-end structure the longitudinal members were connected by a bumper beam and mounted on a moving barrier. The front-end structure was crash tested at 50% offset into a rigid barrier at various impact velocities. The velocities were varied from 15 to 39 km/h. The pressure in the members was varied from 0 MPa (0 Bar) to 5.5 MPa (55 Bar). By pressurizing the crash boxes the energy absorption at 95 mm deformation was increased from 9 kJ for the unpressurized box to 14 kJ for the pressured crash box. By pressurizing the generic longitudinal members the energy absorption was at 80 mm deformation increased from 10 kJ for the unpressurized member to 16 kJ for the pressurized tube. The conclusion was that by pressurizing selected member of a vehicle front-end structure: 1. The crush force and energy absorption can be adaptive. 2. The mass of the vehicle can be reduced. 3. The crash pulse can be made adaptive. 4. The length of the vehicle can be reduced. 5. Occupant loads can be reduced.


    Zugriff

    Zugriff über TIB

    Verfügbarkeit in meiner Bibliothek prüfen


    Exportieren, teilen und zitieren



    Titel :

    Adaptive car front-end structure


    Weitere Titelangaben:

    Adaptive Automobilfront-Heckstruktur


    Beteiligte:
    Pipkorn, Bengt (Autor:in) / Olsson, Jan (Autor:in) / Haland, Yngve (Autor:in)


    Erscheinungsdatum :

    2006


    Format / Umfang :

    1638 Seiten, 19 Bilder, 1 Tabelle, 6 Quellen


    Medientyp :

    Aufsatz (Konferenz)


    Format :

    Print


    Sprache :

    Englisch




    Adaptive car front-end structure

    Pipkorn,B. / Olsson,J. / Haland,Y. et al. | Kraftfahrwesen | 2006


    Adaptive Car Front End Structure

    Pipkorn, B. / Olsson, J. / Haland, Y. | British Library Conference Proceedings | 2006


    Adaptive front lighting

    Birch,S. / Hella,Lippstadt,DE | Kraftfahrwesen | 2001


    Adaptive Crashworthiness of Front-End Structure of Motor Vehicles

    Holnicki-Szulc, Jan / Ostrowski, Marian / Griskevicius, Paulius | SAE Technical Papers | 2007


    Adaptive crashworthiness of front-end structure of motor vehicles

    Ostrowski,M. / Holnicki-Szulc,J. / Griskevicius,P. et al. | Kraftfahrwesen | 2007