Crash Testing of Cars Ppt

SEMINAR ON: CRASH TESTING OF CARS

RAJARAJESWARI COLLEGE OF ENGINEERING

GUIDE:Asst Prof. ANAND A ARJUN B A

1RR09ME007

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Every year, over 80,000 people die on Indian roads; every five road accidents leave one dead.

Driving a car isn't a big deal, all that matters is how safer one drives it.

In recent years, cars have got much safer, because a thorough crash-testing program is critical for the car makers.

Frontal collisions, offset collisions, cars hitting another vehicle or object in the traffic environment they are all tested using cars of different sizes.

Each vehicle's overall evaluation is based on three aspects of performance:

1. Measurements of unwanted force into the occupant compartment.

2. Injury measures from a dummy positioned in the driver seat.

3. Analysis of slow-motion film to assess how well the restraint system controls dummy movement during the test.

Highly advanced crash simulator that could best simulate the real road conditions, and capture the details required for crash analysis. Lighting system, which can provide up to 750,000 watts of illumination without glare to film tests in slow motion. The resulting pictures must be clear and dramatic.Supercomputers that crash tests non-existing cars.

The basic infrastructure, any crash testing facility would need are:

A crash laboratory with an advanced high-tech crash barrier.

An outdoor test track that accommodates research for different weather conditions.

Equipment for advanced component testing.

The dummy's job is to simulate a human being during a crash, while collecting data that would not be possible to collect from a human occupant.

A dummy is built from materials that mimic the physiology of the human body.

For example, it has a spine made from alternating layers of metal discs and rubber pads.

Euro SID II

Dummies provide vital clues to what happens in a crash. Before the crash-test dummies are placed in the vehicle, researchers

apply different colors of paint to the parts of the dummies' bodies most likely to hit during a crash.

The paint marks in the car will indicate what part of the body hit what part of the vehicle inside the cabin.

This information helps researchers develop improvements to prevent that type of injury in future crashes.

PARTS

HeadThe head is made of aluminum and covered in rubber 'flesh'. Inside,

three accelerometers are set at right angles, each providing data on the forces and accelerations to which the brain would be subjected in a crash.

Neck Features measuring devices to detect the bending ,shear and tension

forces on the neck as the head is thrown forwards and backwards during the impact.

ArmNeither carries any instrumentation. In a crash test, the arms fly

around in an uncontrolled way, and although serious injuries are uncommon, it is difficult to provide worthwhile protection against them.

Chest (front impact)Steel ribs are fitted for Hybrid III with movement sensors that

records deflection of the rib cage in the frontal impact. Injuries result if forces exerted on the chest, such as from the seat belt are too great.

Chest (side impact)The side-impact dummy, Euro SID II, has a different chest from

the others and three ribs are instrumented with movement sensors to record compression of the chest and the velocity of this compression.

AbdomenEuro SID II is equipped with sensors to record forces likely to

cause abdominal injury.

Pelvis Euro Sid II consists of instruments fitted in its pelvic girdle.

They record lateral forces that result in fractures and hip-joint dislocation.

Surviving a crash is all about kinetic energy. When the body of occupant is moving, it has a

certain amount of kinetic energy. After the crash, when it comes to a complete

stop, it will have zero kinetic energy. To minimize risk of injury, removing the

kinetic energy as slowly and evenly as possible is done by some of the following safety systems in the car: -

1. As soon as car hits the barrier the seatbelt can then absorb some of your energy before the airbag deploys.

2. Milliseconds later as the driver moves forward towards the airbag, the force in the seatbelt holding him back would start to hurt him, so the force limiters make sure that the force in the seatbelts doesn't get too high.

3. Next, the airbag deploys and absorbs some more of your forward motion while protecting you from hitting anything hard.

Frontal Crash Test Offset Crash Test Side Impact Test Pole Crash Test

The kinetic energy involved in the frontal crash test depends on the speed and weight of the test vehicle.Crashing the full width of a vehicle into a rigid barrier maximizes energy absorption so that the integrity of the occupant compartment can be maintained well in all; but not in very high-speed crashes.

At 35 mph (56 kph), the car runs straight into a solid concrete barrier.

This is equivalent to a car moving at 35 mph hitting another car of comparable weight moving at 35 mph.

In offset tests, only one side of a vehicle's front end, not the full width, hits the barrier so that a smaller area of the structure, about 40% of the width of the front of the vehicle on the driver's side must manage the crash energy.In the offset crash test the vehicle travels at 40mph (64kph) and collides with a crushable aluminum barrier, which makes the forces in the test similar to those involved in a frontal offset crash between two vehicles of the same weight. The structure and design of the vehicle is tested from the resulting crash forces, particularly on the driver's side.

In the side test a sled (of about 1,368-kg) with a deformable "bumper" runs into the side of the test vehicle at around 31 mph. The test simulates a car that is crossing an intersection being sides wiped by a car running a red light. Side impact head airbags deploy, which help to protect the head and the torso airbags which protect the body.Side impacts can be of two types: - perpendicular impact and angled impact .

In the test, the car tested is propelled sideways at 17mph (29kph) into a rigid pole.

The pole is relatively narrow, so there is major penetration into the side of the car.

Side impact head airbags deploy, which help to protect the head by providing a padding effect and by preventing the head from passing through the window opening.

In an impact without the head protecting airbag, a driver's head could hit the pole with sufficient force to cause a fatal head injury.

Anti-lock Brake Systems Side Impact Bars/Side Door beams Fuel Tank safety Seat Belts Air Bags Non-jamming Doors Collapsible Steering

IIHS FRONTAL CRASH TEST TEST DETAILS: Restraints/dummy kinematics — Dummy movement was well controlled. The driver side curtain and side torso airbags deployed during the crash. After the dummy moved forward into the frontal airbag, it rebounded into the

seat without its head not coming close to any stiff structure that could cause injury.

Injury measures — Measures taken from the dummy indicate a low risk of any significant injuries in a crash of this severity.

OVERALL EVALUATION:

Good Acceptable Marginal Poor

Structure/safety cage

Injury measures

Restraints/dummy kinematicsHead/neck Chest Leg/foot, left Leg/foot, right

TEST DETAILS: Driver — the dummy’s head was protected from being hit by

any hard structures, including the intruding barrier, by a side curtain airbag that deployed from the roof and a side airbag that deployed from the seat.

The frontal airbag also deploys during the test.

OVERALL EVALUATION:


Structure/safety cage

Injury measures

Restraints/dummy kinematicsHead/neck Chest Leg/foot, left Leg/foot, right

TEST DETAILS: Driver — Measures taken from the dummy indicate that a

fracture of the pelvis would be possible in a crash of this severity. The risk of significant injuries to other body regions is low.

Rear passenger — Measures taken from the dummy indicate a low risk of any significant injuries in a crash of this severity as

the Side impact head airbags, torso airbags and the airbags from the roof was deployed.

OVERALL EVALUATION:


Injury measures

Head protection Structure/safety cageHead/neck Torso Pelvis/leg

Driver

Rear passenger

Ratings for Frontal-Impact

Test

No. of Stars

Result

5 10% or lower chance of serious injury

4 11% to 20% chance of serious injury



1 46% or greater chance of serious injury

No. of Stars

Result

5 5% or lower chance of serious injury




1 26% or greater chance of serious injury

Ratings for Side-Impact

Test

Other, Overall Rollover Rating:………………………………………..****

Side, Rear Seat:…………………………………………………………..*****

Overall, Overall: …………………………………………………………*****

Side - Pole Barrier combined (REAR):………………………………..*****

Front, Overall Front:…………………………………………………….*****

Side - Pole Barrier combined (FRONT):……………………………..*****

Front, Driver's: …………………………………………………………..****

Side, Front Seat:.…………………………………………………………*****

Side - Barrier, Side - Barrier: …………………………………………….*****

Front, Passenger's:………………………………………………………*****

Insurance Institute for Highway Safety (IIHS- U.S) Euro NCAP: Established in 1997 and now backed by five

European Government New Car Assessment Japan: evaluates the safety of

automobiles currently on the Japanese market. Australian NCAP (ANCAP): Australian and New Zealand

automobile clubs supports Australian New Car Assessment Program (ANCAP).

India has centers for crash testing at the Automotive Research Association of India (ARAI) and Society of Indian Automobile Manufacturers (SIAM) in Bangalore.

Tata Motors’s is the only carmaker in India that has a crash-test facility located at their plant in Pune established in 1996.

Crash testing leads to improvement of the safety systems.

These systems again have to be tested for their workability during a crash.

Hence crash testing plays a vital role in continuous improvement of the safety systems.

Design changes in vehicles like the crumple zones and the location of engine block have been the results of evolution of crash testing.

Therefore in future, crash testing could suggest many more design changes, which could further minimize the probability of injury during a crash.

•Paper on Offset crash tests – Observations about vehicle design and structural performance- by Michael Paine; Vehicle Design and Research Pty Limited; Donald McGrane Crash lab, NSW Roads and Traffic Authority; Jack Haley NRMA Limited.•Insurance Institute for Highway Safety (www.iihs.com)•http://www.tata.com/tata_motors/articles/index.htm•http://www.nhtsa.dot.gov/cars/testing/ncap/•www.howstuffworks.com•www.aj.com

Crash Testing of Cars Ppt

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