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R. L. Huston
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Download by: [Indian Institute of Technology Roorkee] Date: 27 February 2017, At: 02:25
International Journal of Crashworthiness
Vol. 13, No. 1, February 2008, 4148
This article presents a simple, but yet quantitative model of vehicle and occupant movement in moderate-speed, in-line colli-
sions. The modelling is based upon established and validated representations of force-deflection relations during frontal/rear-
end collisions. The developed model is applicable with head-on, rear-end, and fixed structure collisions. The modelling results
show that the vehicle and occupant movement during collision is well described by sinusoidal and linear functions. The model
shows that in the beginning stages of an accident, the occupant movement relative to the vehicle is proportional to the cube
of the accident time. Thus, the occupant movement in the vehicle is initially slow but then rapidly increasing. Thus, from the
perspective of safety, the beginning stages of an accident provide the greatest opportunity for implementation/deployment of
air bags, pretensioners, and adaptive head restraint systems.
Keywords: vehicle; occupant; in-line collisions; moderate speed; accident
Figure 1. Pre-impact of in-line vehicles (V1 > V2 ). Figure 3. Representation of vehicle deformation.
International Journal of Crashworthiness 43
F = ku. (5) Equations (10) and (11) have the form of governing
equations of a coupled linear vibration system. Here, how-
By combining the results we have ever, instead of having an elastic system, we have a plastic
(one-way spring) system.
u = u1 + u2 = (F1 /k1 ) + (F2 /k2 )
k 1 + k2 Governing equations solutions
= F [(1/k1 ) + (1/k2 )] = . (6)
k1 k2 The solution of Equation (11) may be written in the form
(2 m1 + k)(2 m2 + k) k 2 = 0 or 2 [2 m1 m2
+ k 2 (m1 + m2 )] = 0
or
Figure 5. Free-body diagrams of the vehicles during deforma-
tion. 2 = 0 and 2 = k(m1 + m2 )/m1 m2 . (17)
44 R. L. Huston
Since the vehicle masses and stiffnesses are positive it A similar analysis with x = B sin pt, Ct, and D yields
is convenient to define p2 as
b1 = (m2 /m1 )b2 , c1 = c2 , and d1 = d2 . (28)
p2 D k(m1 + m2 )/m1 m2 . (18)
Therefore A, B, C, and D may be written as
The roots j (j = 1, . . . , 4) of Equation (17) are then
m /m m /m
2 1 2 1
1 = ip, 2 = ip, 3 = 0, 4 = 0, (19) A=a , B=b ,
1 1
where i is the imaginary 1. 1 1
Then, from Equation (13) we see that the general solu- C=c , D=d , (29)
tion to Equation (11) may be expressed as 1 1
x = X(1) e1 t + X(2) e2 t + X(3) e3 t + X(4) e4 t , (20) where a, b, c, and d are now constants replacing a2 , b2 , c2 ,
and d2 .
where the X(j ) (j = 1, . . . , 4) are constant arrays to Finally, by substituting from these results into Equation
be determined from auxiliary initial conditions of the (22) we obtain the solutions to Equation (10) as
collision.
In view of the values of the roots of Equation (19), it is x1 = a(m2 /m1 ) cos pt + b(m2 /m1 ) sin pt
convenient to employ the identities + ct + d (30)
then with the repeated zero roots (3 = 4 = 0) we see that x2 = a cos pt + b sin pt + ct + d. (31)
the solution may be expressed as
Equations (30) and (31) provide expressions for the dis-
x = A cos pt + B sin pt + Ct + D, (22) placements of the undeformed portions of the vehicles dur-
ing the collisions.
where A, B, C, and D are arrays of constants given by
By differentiating in Equations (30) and (31) we ob-
tain expressions for the velocities and accelerations of the
a1 b1 c1 d1 undeformed portions of the vehicles as
A= ,B = ,C = ,D = . (23)
a2 b2 c2 d2
x1 = ap(m2 /m1 ) sin pt + bp(m2 /m1 ) cos pt
p2 MA + KA = 0 (24) x1 = ap2 (m2 /m1 ) cos pt + bp2 (m2 /m1 ) sin pt (34)
Veh 2. (Alternatively, the front vehicle (Veh 2) could be From Equations (42) and (43) we see that the penetration
stopped.) The following initial conditions represent these x1 x2 is
scenarios.
x1 x2 = (1/p)(V10 V20 ) sin pt. (49)
At t = 0 : x1 = 0, x2 = 0, x1 = V10 ,
Therefore, at the time tf of maximum penetration we
x2 = V20 , V10 > V20 . (36)
have
Then from Equations (30)(33), we have
= (1/p)(V10 V20 ) sin pt. (50)
0 = a(m2 /m1 ) + d, (37)
Also, from Equations (44) and (45) we see that the
0 = a + d, (38) relative penetration speed x1 x2 is
V10 = bp(m2 /m1 ) + c, (39)
x1 x2 = (V10 V20 ) cos pt. (51)
V20 = bp + c. (40)
Therefore, at the time tf of maximum penetration we
Solving for a, b, c, and d we obtain have
m1 (V20 V10 ) m1 V10 + m2 V20 0 = (V10 V20 ) cos ptf or cos ptf = 0 or ptf
a = 0, b= , c= ,
p(m1 + m2 ) m1 + m2 = /2. (52)
d = 0. (41)
In view of Equations (50) and (52) and the definitions of
Then from Equations (30)(35) the displacements, ve- k and p of Equations (7) and (18) we see that the maximum
locities, and accelerations of the undeformed positions of mutual penetration of the vehicles is related to the initial
the vehicles are vehicle speeds, masses, and stiffnesses as
m2 (V20 V10 ) m1 V10 + m2 V20 = (1/p)(V10 V20 )
x1 = sin pt + t, (42)
p(m1 + m2 ) m1 + m2
= (V10 V20 )[m1 m2 /k(m1 + m2 )]1/2
m1 (V20 V10 ) m1 V10 + m2 V20
x2 = sin pt + t, (43)
p(m1 + m2 ) m1 + m2 or
m2 (V20 V10 ) m1 V10 + m2 V20
x1 = cos pt + , (44) 2 = (V10 V20 )2 m1 m2 (k1 + k2 )/k1 k2 (m1 + m2 ).
(m1 + m2 ) m1 + m2
(53)
m1 (V20 V10 ) m1 V10 + m2 V20 (Note that sin ptf = 1.)
x2 = cos pt + , (45)
(m1 + m2 ) m1 + m2
m2 (V20 V10 ) Frontal, head-on collisions
x1 = p sin pt, (46)
(m1 + m2 ) Analytically, a head-on collision may be modelled using the
m1 (V20 V10 ) results for the rear-end collision and replacing the sign of
x2 = p sin pt. (47) the initial velocity for Veh 2. That is,
(m1 + m2 )
As the vehicles come together and deform they reach a at t = 0, x2 = V20 (54)
point of maximum deformation, or maximum mutual pen-
etration. For plastic deformation, the undeformed portions Then, from Equations (52) and (53) we have
of the vehicles will at that instant move together at the
same speed. Let the magnitude of the maximum mutual pt f = /2 and = (1/p)(V10 + V20 )
penetration be and let tf be the time when the maximum
penetration occurs. That is, = (V10 + V20 )[m1 m2 /k(m1 + m2 )]1/2 . (55)
when t = tf , x1 x2 = , x1 = x2 = Vf
and
(48) Barrier or wall impact
where Vf is the instantaneous common speed of the unde- Here we have a single vehicle collision, or alternatively, a
formed portions of the vehicles. collision with an infinite mass, rigid vehicle at rest. Let Veh
46 R. L. Huston
m2 , k2 , V20 = 0, x2 0. (56)
Vf = 0. (57)
and then
Conservation of momentum and delta V a1avg = V1 /tf = (Vf V10 )/tf . (66)
The principle of conservation of linear momentum is a basis
for frequently used procedures in accident reconstruction But from the conservation of linear momentum principle
analyses. For in-line collisions, the principle simply states of Equation (64), Vf is
that the linear momentum of the system just before col-
lision is the same as that during and just after collision. Vf = (m1 V10 + m2 V20 )/(m1 + m2 ). (67)
International Journal of Crashworthiness 47
a safety perspective that we can provide occupant protec- [7] M. Huang, Vehicle Crash Mechanics, Boca Raton, CRC
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[11] A.K. Prasad, CRASH 3 damage algorithm reformulation for
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