Safer Vehicle Design. TRIPP IIT Delhi
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1 Safer Vehicle Design S. Mukherjee TRIPP IIT Delhi
2 Why a risk Five horsepower Kinetic energy of about 1 KiloJoules The operator undergoes three years of fulltime training wear helmets eyeglasses their skills are constantly upgraded by retraining programs. 100 to 600 horsepower At at 40 kmph and 800 kg without load kinetic energy is 100 KiloJoules. The operators mostly untrained operating them part time for maybe 1 hr. a day.
3 Safety cannot be cognitive We can convert a typical speed of 40 km/hr. to the more engineering 11 m/s. If the dashboard is 1m away If the car comes to a dead halt, distance covered in 1/11 sec. Flick of an eyelash or three human synapse Three synapse cycles is too small for any cognitive action.
4 Safety cannot be reflex The 5 kg baby has a kinetic energy of approximately 300 Joules. 300 Joules is equivalent to lifting a 60 kg mass by half a meter against gravity. Doing that in tenth of a second is beyond the capacity of most humans. Parental instinct will just not be backed by parental muscle power. Must be engineered.
5 Newton and Safety Equivalent impact when travelling in a vehicle at 40 km/hr. Velocity attained by a body under free fall through a height of 6.2 m. (two floors) Vaulting record of Sergei Bubka. As a kid, I have jumped down from one floor height and am still healthy, but not two floors.
6 Wear a cushion For Mr. Bubka, the IOC recommends a cushioning of 28 depth. Most car users would not like to strap a cushion the moment they sit inside vehicles. The cushion appears only when there is an impact, and is called an airbag. Stringent requirements make airbags cost $1000.
7 Slow it down If the vehicle speed is halved, the survival height becomes 1.5 m in place of 6 m The bonnet of a car is about a metre. If the bonnet compress on impact, then the dashboard of the vehicle does not stop instantaneously but travels forward. This gives additional space to the designer of the airbag and seatbelt to bring the rider to rest. It is not sufficient to have a crush zone. The crushing must be supported by appropriate seat belt design to save lives
8 Honeycomb Honeycomb materials used to design crush zones as they have good energy absorption characteristics. They can be designed to fit stress corridors on demand and are lightweight structural materials.
9 VRU There are many more people outside the vehicle than inside in developing countries. The principles used in protecting the riders are applicable in protecting the road user as well. One design would be to mandate a crush boundary layer of half a meter. Bonnets that fold on impact, rounding of front profile, sinking hard pivots of windscreen wiper below the bonnet are some of the measures Present-day bumper and bonnets with small clearance to engine are not VRU friendly.
10 VRU Simulation
11 Car MC Crash
12 Airbags Very effective in protecting riders Airbags have to deploy fully within 5 ms to avoid slapping the rider. The airbag mass is about 200 gm. and moves at a peak speed of around 100m/s! Energy content is about 1000 Joules! A slap good enough to break a jaw. Plus avoid hot gases scalding the rider.
13 Airbags 2 ms 48 ms
14 Nature of Standards Common basic methodology for assessing systems Standards are based on existing proven technology Should be updated whenever necessary. Research standards need quantitative measures Legislative standards require pass/no-pass evaluations. Establish the simplest procedures that give standardised, repeatable, reproducible, realistic, and representative test conditions Inferences concerning the relevance of the sample results for the overall population can be made using statistical or simulation techniques
15 Input Exposure Dosage Crash severity Injury risk Injury severity Outcome
16 Input Head Acceleration Chest Compression Femur Compressive Load Injury risk Injury severity Outcome
17 WHAT LEVEL OF INJURY IS ACCEPTABLE? Prevent Death? Prevent Permanent Disabilities? Prevent AIS 3+ Injuries? Prevent AIS 3+ to X% of Population? Prevent AIS 2+ to Y% of Population?
18 Injury Criteria Head Injury Criteria (HIC) ( ) HIC = t - t ( t - t ) 2 1 t t 1 2 a. dt 25. < 1000 Max Nij= F + M F c + M c < 1 Compression Criteria s(t) < 7.5 cm Acceleration Criteria a(t) < 65 g s Viscous Criteria (V*C) V(t)*s(t)/D < 1 m/s Knee Shear x < 15 mm TI = F < 8 kn F + M F c + M c Force Criteria F(t) < 10 kn <1
19 Censored Biomechanical Test Data Injury 1 No Injury Region Transition Injury Region Region X X X XXXXXX X X X X X X No Injury0 X X X X X XXXXXX X X X X Parameter
20 Injury Risk Function Parameter Cumulative Frequency Distribution
21 1 0.8 P(AIS 2+) P( (injury) Femur Force (kn)
22 P( (injury) P(AIS 2+) P(AIS 3+) P(AIS 4+) P(AIS 5+) Maximum Chest Compression (mm)
23 1 0.8 P( (injury) P(AIS 2+) P(AIS 3+) P(AIS 4+) P(AIS 5+) Peak Chest Acceleration (g)
24 Who is an average adult person?
25
26
27 50 th percentile adult male The 50th percentile is the smallest number for which at least 50% of the numbers are less than or equal to it. So a dummy with all dimensions, weight and moment of inertia such that 50% of the US population are less than or equal to that measure. What are the implications for your safety?
28 Converting Injury Risk vs. Crash Severity Injury Risk P(1/x) P(1/x) P(1/x) Crash Severity Dummy Response Volvo Car Corporation
29 What was achieved Data reveals that occupants travelling in cars manufactured between 1978 and 1982 are 28% more likely to be seriously injured than those in cars manufactured between 1992 and Newer cars perform even better in crashes. Analysis undertaken by the Monash University Accident Research Centre has shown that there is a good correlation between the ANCAP crash test results and the vehicle's actual real world performance as measured in the Used Car Safety Ratings. This accords with overseas studies such as a survey by the United States National Highway Traffic Safety Administration which showed that cars that did well in US NCAP crash tests experienced a lower occupant fatality rate in real world crashes than those that did poorly.
30 The road forward for India Establish safety standards with emphasis on: type A and smaller vehicles. Vans and other utility vehicles Three wheelers Pedestrian impact standards irrespective of what the rest of the world does. Include buses and trucks in the standards. Include under run protection for two wheelers
31 Investigate helmet standards to make it more suitable to Indian conditions. Set up 2-3 multidisciplinary crash research teams. The mandate of the teams will be to understand special conditions and needs in India. Establish epidemology of crashes. This data is essential for estimating the effect of safety systems and change in standards Good luck!
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