Development of an Advanced Finite Element Model Database of the Hybrid III Crash Test Dummy Family

Extraordinary developments in virtual crash testing research have been achieved during the past decade. Advancements in hardware and software technology along with improvements in computation mechanics and increased number of full-scale crash tests contributed positively to the development of more realistic finite element models. Use of complex finite element codes based on computational mechanics principles allowed the virtual reproduction of real world problems. Regarding roadside safety, the design phase was, until now, based on the use of simplified analysis, unable to describe accurately the complexity of vehicle impacts against safety hardware. Modeling details, such as geometry, constitutive laws of the materials, rigid, kinematic and other links between bodies, definition and characterization of contact surfaces are necessary to build an accurate finite element model for an impact problem. This set of information is needed for each different body involved in the event; making the development of a complete model very much demanding. Once a part (subset) of the entire model has been accurately validated against real experimental data, it can be used again and again in other analogous models. In this paper, finite element model of a unique Heavy Goods Vehicle (HGV) was developed and partially validated using actual crash test data. Development of this particular vehicle model was important since this vehicle is extensively used in Europe to test the structural adequacy of high containment level (H4a) safety barriers according to EN 1317 standard. The HGV model studied reproduces a FIAT-IVECO F180 truck, a vehicle with 4 axles and a mass of 30,000 kg when fully loaded. The model consisted of 12,337 elements and 11,470 nodes and was built for and is ready to use with LS-DYNA finite element code from Livermore Software Technology Corporation. Results of the validation study suggest that the developed HGV model shows promise and can be used in further studies with confidence. Improvements such as, steering mechanism in front axes and suspension system is currently underway to make model more realistic.

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Finite Element Model Study of Head Impact Based on Hybrid III Head Acceleration: The Effects of Rotational and Translational Acceleration

Journal of Biomechanical Engineering ◽

10.1115/1.2794187 ◽

1995 ◽

Vol 117 (3) ◽

pp. 319-328 ◽

Cited By ~ 31

Author(s):

Kazunari Ueno ◽

John W. Melvin

Keyword(s):

Finite Element ◽

Finite Element Model ◽

Maximum Shear Stress ◽

Element Model ◽

Head Acceleration ◽

Model Study ◽

Rotational Components ◽

Hybrid Iii ◽

Dimensional Finite Element ◽

Translational Acceleration

The translational and rotational components of acceleration measured at the center of gravity of a Hybrid III dummy head were used to investigate their individual and combined effects on a two-dimensional finite element model of the human brain. Each component of acceleration generated distinct patterns of deformation. Although translational acceleration is related to pressure and rotational acceleration has a dominant effect on shear deformations, complete acceleration (combination of translation and rotation) yielded the highest values in all stresses and produced a maximum shear stress at the top of the brain.

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Improvement and Validation of Hybrid III Dummy Knee Finite Element Model

SAE International Journal of Materials and Manufacturing ◽

10.4271/2015-01-0449 ◽

2015 ◽

Vol 8 (3) ◽

pp. 640-645 ◽

Cited By ~ 1

Author(s):

Libo Cao ◽

Kai Zhang ◽

Xin Lv ◽

Lingbo Yan

Keyword(s):

Finite Element ◽

Finite Element Model ◽

Element Model ◽

Hybrid Iii

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Responses of the Q3, Hybrid III and a Three Year Old Child Finite Element Model Under a Simulated 213 Test

10.4271/2008-01-1121 ◽

2008 ◽

Author(s):

Tanya Kapoor ◽

William Altenhof ◽

Miroslav Tot ◽

Andrew Howard ◽

Jim Rasico ◽

...

Keyword(s):

Finite Element ◽

Finite Element Model ◽

Element Model ◽

Hybrid Iii

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Improved Truck Model for Roadside Safety Simulations: Part II—Suspension Modeling

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1797-08 ◽

2002 ◽

Vol 1797 (1) ◽

pp. 63-71 ◽

Cited By ~ 4

Author(s):

Paolo Tiso ◽

Chuck Plaxico ◽

Malcolm Ray

Keyword(s):

Finite Element ◽

Finite Element Model ◽

Element Model ◽

Vehicle Suspension ◽

Crash Test ◽

Test Vehicle ◽

Roadside Safety ◽

Pickup Truck ◽

Safety Research ◽

Roadside Hardware

The 2000-kg pickup truck is a very important vehicle in roadside safety research because it is specified in many of the tests in NCHRP Report 350. The characteristics of the pickup truck make it a very demanding crash test vehicle. Because the 2000-kg pickup truck is an important crash test vehicle, it was the very first vehicle chosen for development of a finite element model. The nonlinear finite element program LS-DYNA has become an important feature of roadside hardware design and analysis in recent years, and much of the success of these modeling efforts is partly caused by the availability of a good 2000-kg pickup truck model. Like all models, the model has evolved over the past decade. New features and improvements have been added continuously to the model by many different teams to solve specific analysis problems. One particular area where there has been a great deal of activity is in the area of modeling the suspension properties of the vehicle. Suspension response is particularly important for 2000-kg pickup truck impacts because the vehicle often experiences stability problems in impacts with roadside hardware. A number of improvements and modifications to Version 9 of the NCAC 2000-kg pickup truck model are summarized. These improvements involved changing the finite element model, changing element properties, and obtaining suspension response properties from physical tests. The 2000-kg truck model was then validated against a series of low-speed, live-drive tests with an instrumented pickup truck. The improved model provides more realistic vehicle suspension response than earlier models and should prove to be a valuable addition to future finite element modeling activities.

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Research on Design of Neotype Wire Rope Safety Barrier

Advanced Materials Research ◽

10.4028/www.scientific.net/amr.255-260.4150 ◽

2011 ◽

Vol 255-260 ◽

pp. 4150-4154

Author(s):

Chen Chen Chen ◽

Mu Xi Lei ◽

Zheng Bao Lei ◽

Yong Han Li ◽

Xin Chao Zhang ◽

...

Keyword(s):

Finite Element ◽

Finite Element Model ◽

Element Model ◽

Wire Rope ◽

Crash Test ◽

Safety Barrier ◽

New Type ◽

Simulation Results ◽

Equivalent Method ◽

The Finite Element Model

In order to research and develop a suitable wire rope safety barrier for our country, which will be used as the highway flexible safety barrier for two model demonstrative project of science and technology of Changsha-Xiangtan Highway, the paper presents a new type of wire rope safety barrier, by way of designing the shape of the post, the diameter of the rope, the arrangement and the number of ropes etc., on the basis of the form of structure of the most advanced foreign existing wire rope safety barrier — BRIFEN. The first part is devoted to prove the reliability of the finite element simulation, by comparing the simulation results of the finite element model of BRIFEN with the collision test data, which is published by U.S. Federal Highway Administration. After discussion and analysis, the neotype wire rope safety barrier, which has many posts with C-shaped cross section and 5 ropes, is invented with the post equivalent method. The finite element model of the neotype barrier is established and simulated to determine the dimension of the post. The simulation results achieve the design objective that the maximum dynamic deformation is less than 1.2m when the barrier is impacted by the 10 tons of bus in the speed of 60 kilometers per hour, and provide an important reference for Vehicle Crash Test.

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