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Evaluation of Deformable Barrier Designs and Associated Compatibility Metrics in Full Frontal Impact Testing

[+] Author Affiliations
Steven Reagan, Xioawei Li, Saeed Barbat

Ford Motor Company

Paper No. IMECE2005-82540, pp. 387-398; 12 pages
doi:10.1115/IMECE2005-82540
From:
  • ASME 2005 International Mechanical Engineering Congress and Exposition
  • Engineering/Technology Management
  • Orlando, Florida, USA, November 5 – 11, 2005
  • Conference Sponsors: Engineering and Technology Management Group
  • ISBN: 0-7918-4230-4 | eISBN: 0-7918-3769-6
  • Copyright © 2005 by ASME

abstract

Several modifications to an existing deformable barrier are investigated for their ability to predict the presence of secondary energy absorbing structures (SEAS) using four deformable barrier designs with simulated impact by two vehicles. This study is motivated by the assumption that SEAS may enhance vehicle-to-vehicle compatibility and it is desirable to know if SEAS presence and its benefits are detectable through dynamic barrier testing. The considered barrier types are modifications of the Transportation Research Laboratory (TRL) barrier consisting of two layers, a front and rear. Each layer is 150mm thick with the first (front-most with respect to the vehicle) layer compression stiffness of 0.34 MPa and the second (rear-most) of 1.71 MPa. Proposed modifications to the (original, baseline) barrier are: 1. Increase the stiffness of a localized region of the front layer to 1.71 MPa (between ground heights of 330mm and 580mm). 2. Increase the depth of the second layer to 200 mm. 3. lncrease the depth of the second layer to 300 mm and use a single, non-segmented piece for the entire layer. The resulting four barrier configurations are all assumed to have 125 × 125 mm segmented “cells” supported by load time-history transducers. Computer simulation of impact by four vehicle models differing in mass and structural architecture is used. Four vehicle metrics intended to measure compatibility through impact with deformable barriers are used to quantify each barrier design’s ability to detect SEAS. Using the metrics outlined in this paper, a barrier design with stiffened rows three and four is best suited for SEAS detection. This conclusion is based on its sensitivity to four vehicle designs with and without SEAS as well as consistency of trends.

Copyright © 2005 by ASME

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