Model and predict response of nonlinear MDOF systems to impact

Word count: 281

Number of figures:8
Number of tables:2
Engineering MSc
Year: 2020/2021

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Contents
1. Introduction ............................................................................................................................................... 3
2. SIMULINK vehicle crash model .................................................................................................................. 4
2.1. Governing equations of motion ............................................................................................................ 4
2.2. Parameters of the model....................................................................................................................... 4
2.3. Simulink model. ..................................................................................................................................... 5
2.4. Results obtained. ................................................................................................................................... 5
2.5. Reflection of vehicle crash model ......................................................................................................... 7
3. HIC calculation ........................................................................................................................................... 8
3.1. Vehicle and test details. (NHTSA, s.f.) ................................................................................................... 8
3.2. Acceleration plots .................................................................................................................................. 8
3.3. HIC equation .......................................................................................................................................... 8
3.4. HIC Results in Figure and/or Tabular form ............................................................................................ 9
3.5. Reflection on HIC calculations ............................................................................................................... 9
4. References ................................................................................................................................................. 9

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1. Introduction
The intention of this work is to develop a MDOF (Multiple Degree of Freedom)
analysis for the purpose of crash analysis. Although there are more
sophisticated techniques for crash assessment than a vehicle. This type of
analysis is ideal compared to other methods such as FE models, as these are
complex and need a lot of computational requirements. On the other hand,
there are experimental tests, but these are very expensive and can only be
performed under certain conditions. This type of approach is often used as a
final validation of the project. In addition, if you want to add an experimental
model to the FE model, this is a very complex task, which in the case of
MDOF is a fairly simple task.
In this work, a vibration approach to modelling crash consequences will be
used to calculate the consequences of a collision. For this purpose, an MDOF
model, and tools such as MatLab, Simulink and MS Excel will be used.

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2. SIMULINK vehicle crash model
2.1. Governing equations of motion
−𝑚𝑏 ∗𝑙∗θ̈−𝑐∗𝑦̇ −𝑘∗𝑦
(𝒎𝒗 + 𝒎𝒃 ) ∗ 𝒚̈ +𝒎𝒃 ∗ 𝒍 ∗ 𝛉̈ + 𝐜 ∗ 𝒚̇ + 𝒌 ∗ 𝒚 = 𝟎 → 𝑦̈ =
𝑚𝑣 +𝑚𝑏

̇
𝜃∗(𝑚∗𝑔∗𝑙−𝑘𝑏 )−𝑐𝑏 ∗θ−𝑚𝑏 ∗𝑙∗𝑦̈
𝒎𝒃 ∗ 𝒍*𝒚̈ +𝒎𝒃 ∗ 𝒍𝟐 ∗ 𝛉̈ − 𝒎𝒃 ∗ 𝒈 ∗ 𝒍 ∗ 𝛉 + 𝒄𝒃 ∗ 𝛉̇ + 𝒌𝒃 ∗ 𝛉 = 0 → 𝜃̈ = 𝑚 ∗𝑙 2
𝑏

2.2. Parameters of the model

Figure 1. Parameters of the model.

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 2.3. Simulink model.

Figure 2. Simulink model. View link for more details.

View Simulink model on:

https://drive.google.com/drive/folders/1AlGTUfBRC2Wb2U922EGGxbPUcs5f2_xF?usp=sh
aring

2.4. Results obtained.

Figure 3. Vehicle acceleration.

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Figure 4. Figure 5. Vehicle velocity and displacement

Figure 6. Body acceleration.

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 Figure 7. Body velocity and displacement.

2.5. Reflection of vehicle crash model

As shown, the car parameters of a vehicle with one occupant have been calculated using
MS Excel, Matlab and Simulink. The most important things to note are the deceleration
graphs. In them it can be seen how in the first acceleration graph a maximum value of -
390 m/s^2 (40 g) is reached, while the deceleration of the occupant is -175 m/s^2 (18 g),
achieving an underdamped response in both cases. Clearly It is showed how the damping
coefficients dissipate the energy of the impact by transferring the least possible energy to
the occupant in order to minimise the damage caused.

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3. HIC calculation
3.1. Vehicle and test details. (NHTSA, s.f.)
Vehicle Database Query Results - Curve No.: 1
Test Detail Information Vehicle No.: 1
Sensor Type: ACCELEROMETER
Test No.: 5590 Sensor Location: LEFT FRONT SEAT
35 MPH NCAP FRONTAL - 2006 Sensor Attachment: HEAD CG
Contract or Study Title:
BMW 325I 4-DOOR SEDAN
Axis Dir. of Sensor: X - LOCAL
Test Performer: KARCO ENGINEERING
Data Measurement Units: G'S
Test Reference No.: M60500
Test Type: NEW CAR ASSESSMENT TEST Data Status: AS MEASURED
Test Configuration: VEHICLE INTO BARRIER Prefilter Frequency: 1650
Closing Speed (kph): 56.02 MFG: ENDEVCO, MODEL: 7264-
Impact Angle (degrees): 0 Manufacturer of the Instrument:
200, S/N: AT34
Offset Distance (mm): 0
Calibration Date: 5/14/1985
Version No.: V5
OBTAIN ATD AND VEHICLE Instrument Rating: 200
Test Objectives:
DATA
Channel Maximum Rating: 33
Test Date: 1/26/2006
Contract No.: DTNH22-01-D-02005 Initial Velocity: 56
Test Track Surface: CONCRETE Number of First Point: -300
Test Track Condition: DRY
Number of Last Point: 2999
Ambient Temperature (degrees Celsius): 16
Type of Recorder: DIGITAL DATA ACQUISITION Time Increment: 100
Total No. of Curves: 132 Channel Status: PRIMARY
DATALINK IS NONE, ON-BOARD
Test Commentary: Instrumentation Commentary: NO COMMENTS
DAS

Figure 8- BMW 325L Crash test by NTSHA

3.2. Acceleration plots

Figure 9. Acceleration plots and overall acceleration plot.

3.3. HIC equation

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 3.4. HIC Results in Figure and/or Tabular form

Figure 10. HIC20 ms and HIC50 ms plots.

View HIC calculations on:

https://drive.google.com/drive/folders/1AlGTUfBRC2Wb2U922EGGxbPUcs5f2_xF?usp=sh
aring

3.5. Reflection on HIC calculations

The HIC calculation for a BMW 325L E90 at 56.02 km/h has been described above. From the data
obtained in the NHTSA database, in reference to the driver, the HIC20 and HIC 50 have been
calculated using spreadsheets and applying the equations described previously, obtaining values
of 140 and 250 respectively. The graphs clearly show that for the same impact deceleration, the
damage in the case of the 50 ms HIC is 78% greater, demonstrating that for the same acceleration
forces, time can be a key factor in the damage caused (Mariotti, 2019) .

4. References
Fellows, N. A., 2020. The Application of Finite Element Theory to Crash Modelling. s.l.:s.n.

Mariotti, G. V., 2019. Head Injury Criterion: Mini Review. American Journal of Biomedical Science &
Research, p. 2.

NHTSA, n.d. Transportation, United States Department of. [Online]

Available at: https://www-nrd.nhtsa.dot.gov/database/VSR/veh/TestDetail.aspx?LJC=5590
[Accessed March 2021].

Rao, S. S., 2010. Mechanical Vibrations. 5th ed. s.l.:Pearson.