Citation

Witteman WJ, Kriens RFC. Proc. Int. Tech. Conf. Enhanced Safety Vehicles 1996; 1996: 558-566.

Copyright

(Copyright © 1996, In public domain, Publisher National Highway Traffic Safety Administration)

DOI

unavailable

PMID

unavailable

Abstract

The improved frontal crashworthiness of cars necessitates totally new design concepts, which take into account that the majority of collisions occur with partial frontal overlap and under off-axis load directions. Realistic crash tests with partial overlap have shown that conventional longitudinal structures are not capable of absorbing all the energy in the car front without deforming the passenger compartment. The reason for this is that the structure of the longitudinal members is specifically designed for meeting the more relaxed requirements of the compulsory full overlap test, in which both longitudinals are loaded axially. Increased protection for the entire collision spectrum can be obtained by a frontal structure consisting of two special longitudinal members, which combine a higher bending resistance without increasing the axial stiffness. In addition, the longitudinal members are supported by a cable connection system for symmetric force distribution. If only one of the longitudinal members is loaded during a partial overlap crash, the cable connection system will force the other longitudinal member to crumple as well. This results in normal programmed energy absorption. With this revolutionary concept it is possible to design a frontal car structure with the same stiffness for all overlap percentages and impact angles, resulting in an optimal crash pulse. The influence of various crash situations on the amount of energy absorbed by this system is demonstrated by means of simulations and analyses.