Correlation of Occupant Evaluation Index on Vehicle-occupant-guardrail Impact System Guo-sheng ZHANG, Hong-li LIU and Zhi-sheng DONG

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1 07 nd International Conference on Computer, Mechatronics and Electronic Engineering (CMEE 07) ISBN: Correlation of Occupant Evaluation Index on Vehicle-occupant-guardrail Impact System Guo-sheng ZHANG, Hong-li LIU and Zhi-sheng DONG Key Laboratory of Communication of Transport Vehicle Operation Safety Technology, Research Institute of Highway Ministry of Transport, Beijing, 00088, China Keywords: Automobile engineering, Evaluation index, Vehicle-occupant--guardrail impact system, Correlation. Abstract. Aiming at the occupant safety risk assessment of vehicle guardrail impact, a finite element model of vehicle-occupant-guardrail impact system was established and the validation of the model was verified based on the test result. Different impact speed such as 60 km/h, 80 km/h, 00 km/h, 0 km/h and different impact angle such as 5, 30, 35 were selected and combined to conduct groups of vehicle guardrail impact simulation test by Hyper Mesh and LS-DYNA. The Acceleration Severity Index (ASI), Theoretical Head Impact Velocity (THIV), Post-impact Head Deceleration (PHD) and Head Injury Criterion (HIC) were analyzed by obtaining the longitudinal, transverse and vertical acceleration data of vehicle centroid and occupant head in the impact process. Quantitative corresponding relations between other occupant risk assessment index and Head Injury Criterion (HIC) was analyzed by SPSS, and the results showed that ASI and HIC had good correlation. Fitting degree between ASI and HIC is 0.93 with the exponential function. The study results of occupant would have guiding significance for related standards development and revision of related standard, experimental study and product development. Introduction The guardrail is an important transportation facility to vehicle when it out of control on road. The statistics figure shows that 30% of all the highway accidents caused by the vehicle running out of road after crashed the guardrail. More than 60% of the severe transportation accidents caused by this kind of accident. So it s very necessary and significant to evaluate the risk of occupant safety correctly when the vehicle crashes the guardrail. The real vehicle crash experiment is a general method for evaluating the guardrail and vehicle safety around the world, the key is to evaluate the occupant safety. In China, the experiences of evaluating the occupant safety in vehicle-guardrail crash are lack. Reference selected more than 0 vehicle colliding the guardrail, the result showed that the index for evaluating occupant safety was not good enough in the current Chinese regulation. Reference showed that the average acceleration at the vehicle s center of gravity after 0ms had strong linear relation with head and chest injury, besides, it did the most injury to head. The aim to evaluate the transportation protective device and vehicle itself is consistent, but the indexes are very different in curtain impacts. How to unify the occupant safety index of the transportation protection device and occupant head injury index is a big problem to solve. In this paper, the vehicle-occupant-guardrail crash system of finite element model was built, and validated the effectively through real experiment. Considering the EN 37, selecting different crash velocity at 60, 80, 00, 0km/h and crash angle at 5, 30, 35 by using the software Hyper Mesh and LS-DYNA, analyzing the crash result totally teams, finally, computing the risk assessment value such as ASI, THIV and PHD. Based on the result, Quantitative correlation between the occupant risk assessment and HIC was analyzed. The result would have positive influence on building relative standards and researching. The Basic Theory The occupant risk means the occupant suffered from injury while vehicle-guardrail crash. The two ways for assessing this risk are vehicle-occupant assessment and guardrail-occupant assessment, the 547

2 two methods take vehicle and guardrail as objects. The assessment has the EU and the USA system. The Risk Assessment of Vehicle-occupant The vehicle-occupant risk assessment was showed in FMVSS 0, FMVSS 08, FMVSS 4 of America regulations and in ECE R94, ECE R95 of EU regulations. In China, the assessment was showed in GB 55, GB007 and GB 007. The dummy model was installed on the test vehicle, and it can simulate the motion response during vehicle-guardrail crash. There are some sensors in the dummy model, the occupant injury degree could be computed by using the data from those sensors. The direct assessment index includes HIC, THPC and FPC, etc. In this paper, the HIC was considered only. HIC is an important index to evaluate the occupant s head injury in the crash. The HIC as follow: t a ( t) dt t. 5 HIC = Max ( t t )[ ] () ( t t ) a(t) is the resultant acceleration in the center of the head of dummy model. t, t is the two specific times during the crash. t -t 36ms. The HIC should lower than 000, which means the limit value, in current Chinese regulations. The Risk Assessment of Guardrail-occupant This risk assessment was significant in EN 37 of The EU and MASH of The USA, having wide influence. The Chinese JTG B05-0 was based on that. The risk assessment model for occupant was proposed such as ASI and flail-zone model. The assessment of the occupant safety in vehicle was instead of the vehicle acceleration. The vertical, longitudinal and transverse acceleration in the center of the vehicle gravity were collected by acceleration sensors, so the HIC can be solved. The risk assessments are ASI, THIV and PHD. (). Acceleration Severe Index (ASI) ASI is used for evaluating the occupant injury degree during vehicle-guardrail crash. [( a aˆ ) + ( a aˆ ) ( a aˆ ) ] ASI ( t) = x y + z () x y z The ā x, ā y, ā z is the average acceleration at 50ms. The â x, â y, â z is the limit acceleration of the center of the vehicle gravity (â x is g, â y is 9g, â z is 0g). The max of ASI(t) was regarded as evaluating HIC. More ASI, more danger for occupant. () Theoretical Head Impact Velocity (THIV) The THIV is the relative speed between the head of occupant and internal cockpit when they collide each other. It s used for evaluating the shock degree that the occupant hitting the cockpit. THIV [ V ( T ) V ( T )] = (3) x + y V x (T) and V y (T) is the relative speed between occupant and coordinate system when the crash occurs. (3) Post-impact Head Deceleration (PHD) The PHD is the max deceleration of the occupant s head when shocking internal cockpit. PHD = MAX ( x ( t) + y ( t)) G G (4) x G (t) and y G (t) is the average longitudinal and transverse acceleration for 0ms crash. The Occupant risk evaluation index as shown in Table. 548

3 Table. Occupant risk evaluation index. Evaluation index Limit value Acceleration Severity Index (ASI) A ASI.0 Theoretical Head Impact Velocity (THIV) B.0 ASI.4 and THIV 9.6[ m/s] Post-impact Head Deceleration (PHD) C.4 ASI.9 The two methods devote to make connect between the standard and the probability of real injury of occupant, so relative departments could follow different standards when the vehicle and transportation protection device were developed. The correlation analysis for occupant risk assessment during the crash is not good enough in China. The paper aims at discussing the correlation between the risk assessment and the vehicle-guardrail, vehicle-occupant based on real vehicle crash tests result. Establish and Validate the Model of the Vehicle-guardrail Crash System Vehicle-Occupant-guardrail Crash Model A vehicle model and semi-rigid guardrail were imported to Hyper Mesh to establish the model crash system. Two Dummy models were placed in the front of the vehicle and were balance loaded to make sure the error of the height of mess less than 0.0m compared with real vehicle. The parameters as shown in Table. Table. Vehicle occupant barrier system parameters. Parameter Items Parameter[mm] Totally mass 500 [kg] Length 4840 Crash speed 80 [km/h] Width 780 Crash angle 0 Height of center mass 540 Guardrail type Semi-rigid beam Height of guardrail 00 Column type Thickness of 3mm steel tube Diameter of guardrail 40 The crash speed was 00km/h and the collision angle was 0, the tires-ground, vehicle-guardrail, dummy-interior and dummy-safety belt were set as auto contact, the f of vehicle-guardrail was 0., the same for tire-ground was 0.7. The vehicle barrier crash system model as shown in Figure. Validate Model Effectiveness Figure. Vehicle barrier crash system model. The real vehicle crash experiment was conducted to validate the model effectiveness as shown in figure. Compared with the experiment result and simulation result, as shown in figure 3. It showed a good consistency in linear and range. Figure. Real vehicle impact test. 549

4 ¼ÓËÙ È[g] ʱ¼ä[s] (a) Real result curve Figure 3. Acceleration value at center of mass. (b) simulation result curve Dynamic Response of Vehicle-guardrail Crash The vehicle-guardrail crash is a complex process, the result would be affected by the guardrail type, the totally vehicle weight, crash angle, the height of the center mass, the vehicle size, etc. The speed 60 km/h, 80 km/h, 00 km/h, 0 km/h and the angle of 5, 30, 35 were selected to conduct the crash test. The Motion of Vehicle The motion of vehicle after crash has strong influence on the occupant damage. The simulation result of groups as shown in Table 3. Table 3. The maximum pitch, roll and exit angles. Maximum pitch Maximum roll Exit angle Crash angle [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] There were different vehicle states during crash. The result showed that the maximum pitch and roll were very little except the crash speed of 0 km/h, crash angle of 35, in this condition, the maximum roll was reach for The vehicle didn t hinder, reverse, yaw in all of the tests, and the exit angle were all lower than 60% of the crash angle. The Indirect Index of Risk Assessment of Occupant THIV and PHD. The result of THIV and PHD as shown in Table 4. Table 4. Theoretical head impact velocity and post-impact head deceleration. THIV [m/s] PHD [g] Crash angle [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] [km/h] The THIV and PHD were not more than limit value due to the guardrail s absorbing energy by deformation. It agrees well with EN37. ASI. If the ASI is C class, the occupant will be dangerous damage. The result of simulation about ASI as shown in Table 5. Table 5. Acceleration severity index. Crash angle ASI 60 [km/h] 80 [km/h] 00 [km/h] 0 [km/h] 5 A A B D 30 A A A C 35 A A A - 550

5 Vehicle-guardrail crash is high-level danger when the crash speed is 0km/h. HIC. The HIC result of dummy as shown in table 6. The result showed that HIC were increase as the speed got up, and the HIC were increase as the crash angle get up. The HIC exceeded the limit value 000 at the speed of 0[km/h], crash angle 35. Because the dummy s head crashed the door of vehicle during crash, the HIC reached 53, it was dangerous for occupant. Table 6. The HIC of crash dummy. Crash angle HIC 60 [km/h] 80 [km/h] 00 [km/h] 0 [km/h] The Correlation Analysis for Occupant Damage Based on the previous data, the software SPSS was used for correlation analysis about HIC with ASI, THIV, PHD. The degree of fitting R is the common index for evaluating if the degree of regression model is good. More R means better degree of fitting. () Correlation of ASI and HIC The regression model equation of HIC and ASI as follow, the R is 0.93, it agreed well with fitting. (5) HIC is the Head Injury Criterion, ASI is Acceleration Severity Index. The curve as shown in Figure 4. Figure 4. Correlation of ASI with HIC. () Correlation of THIV and HIC The regression model equation of HIC and THIV as follow, the R is 0.5, it not agreed with fitting not well. It hard to show the correlation between them HIC = 0.03 THIV (6) HIC is Head Injury Criterion, THIV is Theoretical Head Impact Velocity. The curve as shown in Figure 5. Figure 5. Correlation of THIV with HIC. 55

6 (3) Correlation of PHD and HIC The regression model equation of HIC and PHD as follow, the R is 0.67, it not agreed well with fitting. HIC = HIC is Head Injury Criterion, PHD is Post-impact Head Deceleration. The curve as shown in Figure PHD.87 e (7) Figure 6. Correlation of PHD with HIC. Conclusion The resulted showed that the ASI and HIC had a good correlation in the crash between vehicle and guardrail. ASI and HIC showed the exponent relation, the R was This achievement would be good at unifying the assessment index for the design in vehicle and guardrail. It also had guiding significance for drawing up the relative standard for vehicle and guardrail. Acknowledgements This work was supported by the Fundamental Research on Method for Determination of Vehicle Safety Speed to Different Radii. (No ). Reference [] Qiao Xi-yong, Zhang Guo-sheng, Wang Cheng-hu, et al. A Method of Occupant Risk Evaluation Based on Vehicle-guardrail Impact [J]. Journal of Highway and Transportation Research and Development, Measurement & Diagnosis, 03, 30(4): [] Jiang Zheng. Occupant Risk Analysis Based on Vehicle-guardrail Collision [D]. Xian, Chang an University, 05. [3] GB The Protection of the Occupants in the Event of a Frontal Collision for Motor Vehicle[S]. [4] EN37. Road Restraint Systems[S]. [5] Sicking DL, Mak KK, Rohde JR, Reid JD. Manual for Assessing Safety Hardware [M]. Washington, DC: American Association of State Highway and Transportation Officials; 00. [6] JTG B Standard for Safety Performance Evaluation of Highway Barriers[S] [7] Zhang Guo-sheng, Qu Huai-kun, Zhang Xue-wen, Chen Fu-jun. The Safety Performance Evaluation of Car-guardrail System Base on EN 37[J]. Energy Conservation & Environmental Protection in Transportation, 05, ():

7 [8] Lei Zheng-bao, Zhong Zhi-hua, Li Yue-lin. Study of Analysis Procedure for Impact Response of Occupant during Vehicle Crash and its Application [J]. China Journal of Highway and Transport, 00, 4(): 5-9. [9] Zhang Zhen-yu, Yang E-chuan, Wu Zu-xing. The Simulation and Analysis of Impact between Vehicle and Guardrail Based on the Vehicle and Occupant Safety [J]. Journal of Chongqing University of Technology: Natural Science, 0, 6(9): 0-4. [0] Zhou Wei, Zhang Guo-sheng, Zhang Tian-xia, et al. Collision Characteristic of Car-guardrail System [J]. Journal of Vibration, Measurement & Diagnosis, 0, 3 (S): 03-06, 53. [] Long Ke-jun, Li Yin, Lei Zheng-bao, et al. Evaluating Roadside Hazard Rating Based on Acceleration Severity Index [J]. China Journal of Highway and Transport, 03, 6(3): 43-49,57. [] Gabauer DJ, Gabler HC. Comparison of Roadside Crash Injury Metrics Using Event Data Recorders [J]. Accident Analysis & Prevention, 008, 40():

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