Determination of the crash pulse and optimization of the crash components using the response surface approximate optimization

Hong, Un-Pyo; Park, G J

doi:10.1243/09544070360550408

Cited by 13 publications

(6 citation statements)

References 12 publications

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“…In general, since a crash problem has high non-linearity and oscillation, sensitivity information is difficult to calculate [19,20]. Therefore, it is difficult to apply gradient-based optimization methods to a crash optimization problem.…”

Section: Successive Response Surface Methodsmentioning

confidence: 99%

Finite Element Modelling of a Hybrid III Dummy and Material Identification for Validation

Mohan

Kan

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Anthropomorphic test devices (ATDs) are used to predict the human injury risk in a crash test. The Hybrid III crash test dummy is a standard ATD used for measuring the occupant safety in a frontal impact test. Since a real crash test using a vehicle is expensive, computer simulation using the finite element method (FEM) is widely used. Therefore, a detailed and robust finite element (FE) dummy model is required to acquire more precise occupant injury data and more accurate behaviour of a dummy during the crash. This research proposes the process of modelling and validation of an FE model of a Hybrid III crash test dummy, and a high-fidelity FE model of the Hybrid III dummy is developed on the basis of the proposed process. The proposed process consists of two phases. First, the FE model is constructed on the basis of the reverse engineering technique. Second, the material identification process is performed for validation of the constructed FE model of the Hybrid III crash test dummy. A certification test for each part of the physical dummy model and also computer simulation of the constructed FE model are performed. The material identification process is carried out by an optimization process to minimize the difference between the physical test results and the computer simulation results. The utilized optimization algorithm is the successive response surface method (SRSM).

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Section: Successive Response Surface Methodsmentioning

confidence: 99%

Finite Element Modelling of a Hybrid III Dummy and Material Identification for Validation

Mohan

Kan

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…They are the mass flow rate (MFR), the time to fire (TTF), the vent hole area (VHA), the material density (MD), the tether length, etc. [13][14][15][16] In particular, a sensitivity analysis with respect to these design parameters was performed, and the MFR, the TTF and the VHA were identified as the most important design parameters. 16 In this research, a novel design scenario for the curtain-airbag system is defined, and sophisticated design methods are employed at each step of the scenario.…”

Section: Introductionmentioning

confidence: 99%

Optimization of an automobile curtain airbag using the design of experiments

Yun

Choi

Park

2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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A side collision of an automobile poses a higher risk of injury than a frontal collision does. Throughout the world, governments and insurance companies tend to establish and implement new safety standards for side collisions in order to ensure the safety of the occupants of vehicles. Most of the standards aim to reduce the head injury criterion. Currently, curtain-airbag systems are widely used and known to be the most effective means to reduce the head injury criterion in the event of a side collision. A curtain-airbag design procedure which uses modern optimization methods based on a newly defined design scenario to reduce the head injury criterion risks of the occupants of vehicles is introduced in this paper. The design scenario has two phases. In phase 1, various elements of the curtain airbag are defined as the design parameters. The variables are determined in a discrete space using an orthogonal array as well as in a continuous space using optimization where each function is approximated. In phase 2, important variables are extracted via a statistical method and those variables are determined in the same manner as in phase 1. As a result, the head injury criterion of the occupant is decreased significantly. The final design is discussed from a practical viewpoint.

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“…Therefore, structural optimization is needed to design the structure of a vehicle. There have been many structural optimization studies that consider simultaneously both safety and light weight [6][7][8][9]. Most previous studies frequently used an approximation method such as the response surface method (RSM), because a crash problem uses non-linear dynamic (transient) analysis and has high non-linearity and oscillation.…”

Section: Introductionmentioning

confidence: 99%

Structural optimization of an automobile roof structure using equivalent static loads

Jeong

Kan

et al. 2008

Proceedings of the Institution of Mechanical Engineers, Part D:

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In a vehicle rollover accident, the strength of the roof structure is an important factor of security in order to reduce the death and injury rates. The National Highway Traffic Safety Administration proposed strength requirements of the roof structure on roof crush resistance in the Federal Motor Vehicle Safety Standard (FMVSS) 216. Recently, there have been many structural optimization studies that design the structure of a vehicle to satisfy this safety regulation. Most previous studies used approximation methods such as the response surface method (RSM) as a crash problem has high non-linearity and difficulty in sensitivity calculation. However, the solution from the RSM may not be accurate and has a limit on the number of design variables. In this research, non-linear dynamic (transient) response optimization using equivalent static loads (ESLs) is proposed to design the structure of a vehicle to satisfy the safety regulation. ESLs for linear response analysis are made to generate the same displacement field as that from non-linear dynamic loads at each time step of non-linear dynamic analysis. A dynamic load is transformed to a set of ESLs. The static loads are used as the multiple loading conditions for linear response optimization, which are not costly in the linear response optimization process. Size optimization using ESLs is performed to reduce the structural mass while the FMVSS 216 regulation is satisfied. The optimum results using ESLs are compared with those from the RSM. As a result, the proposed method is very efficient and derives good solutions. Non-linear analysis is performed using the commercial code LS-DYNA. NASTRAN is used in calculating the ESL and linear response optimization. LS-OPT is utilized for structural optimization using the RSM.

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Determination of the crash pulse and optimization of the crash components using the response surface approximate optimization

Cited by 13 publications

References 12 publications

Finite Element Modelling of a Hybrid III Dummy and Material Identification for Validation

Finite Element Modelling of a Hybrid III Dummy and Material Identification for Validation

Optimization of an automobile curtain airbag using the design of experiments

Structural optimization of an automobile roof structure using equivalent static loads

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