Simulation of Occupant Response in the ECE R29 Safety Test

Castro, Ivo de; Jokuszies, M.; Altamore, Paul; Lee, W.

doi:10.4271/2001-01-3845

Cited by 5 publications

(1 citation statement)

References 1 publication

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“…Patidar et al (2005) discussed the practical problems occurred during the implementation of the ECE R-29 standard in Indian and suggested the possible solutions. de Castro et al (2001) addressed the structural assessment of a heavy truck cabin with respect to the occupant response in the designed test of frontal collision according to ECE R-29. Wang et al (2010) comparatively analyzed the inconformity between the frontal pendulum impact test and 180 o top cover quasistatic pressure test based on the current ECE R29-02, which is essentially adopted in China for a vehicle collision.…”

Section: Introductionmentioning

confidence: 99%

Finite element based improvement of a light truck design to optimize crashworthiness

Chen

Wang

et al. 2015

Int.J Automot. Technol.

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Occupant protection of vehicle cab is required for all the commercial vehicles. According to ECE R29-03 amendments, the simulation methods of the front pillar impact test and the side 20 o pendulum impact of the roof strength test for a light truck with a gross mass not exceeding 7.5t are proposed. In this study, a reliable finite element model of a light truck is built by using its CAD model. The finite element model is verified against cab modal test and frontal impact test. Then two crash tests are simulated to evaluate the survival space by examining the contact between the deformed cab and a prescribed manikin model. In the front pillar impact test, the deformed cab is predicted to contact with the manikin. In the roof strength test, the minimum distance between the deformed cab and the manikin is predicted to be 75.3 mm, which does not satisfy requirements either. To enhance the crashworthiness of the truck, some structural improvements are designed such as filling structural foam in the A-pillars and the side panels, adding a roof crossbeam, and reinforcing the rear wall of cab. The simulation results of the improved cab structure show that the cab stiffness is improved, the energy absorption is more homogeneous and there is no penetration into the survival space.

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Section: Introductionmentioning

confidence: 99%

Finite element based improvement of a light truck design to optimize crashworthiness

Chen

Wang

et al. 2015

Int.J Automot. Technol.

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The New ECE Regulation Brings Challenge on Commercial Vehicle

Zhou¹,

Wang²,

Wang³

et al. 2012

Lecture Notes in Electrical Engineering

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Frontal impact on bus superstructure as per UNECE R29 and NCAP

Afripin

Zainudin

Sahar

et al. 2019

IOP Conf. Ser.: Mater. Sci. Eng.

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Frontal crash for the large vehicle is less severe compared to the lightweight vehicle due to the height position of the driver compartment in the vehicle which sits well above the impact area in any accident involving a passenger vehicle. Due to this reason, most of the coachbuilder does not include crumple zone in their design as what the car’s manufacturer did. However, in the case of frontal collision between two large vehicles or with the rigid wall, the possibility of energy absorption of the structure is very low and the remaining energy will be transferred directly to the driver and occupants. In this respect, two prominent regulations for frontal impact, namely United Nation Economic Commission of Europe (UNECE) Regulation no. 29 and New Car Assessment Program (NCAP) is used to determine whether the structures are having enough strength to withstand the load produced by the impact. This paper deals with the finite element simulation of a frontal impact on bus superstructure by applying both of the regulations. Then, the results for both simulations are compared in terms of energy produced, structure deformations, maximum stress, and the corresponding plastic strains. It is found that the energy from the ECE R29 regulation is lower than NHTSA’s NCAP with 55 kJ and 142 kJ respectively. However, the deformation observed from R29 simulation, the front structures is severely deformed. Meanwhile, the structures in the NCAP simulation are still intact and the steering wheel structures are still not in contact with any body parts of the driver.

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Simulation of Occupant Response in the ECE R29 Safety Test

Cited by 5 publications

References 1 publication

Finite element based improvement of a light truck design to optimize crashworthiness

Finite element based improvement of a light truck design to optimize crashworthiness

The New ECE Regulation Brings Challenge on Commercial Vehicle

Frontal impact on bus superstructure as per UNECE R29 and NCAP

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