Optimization of an automobile curtain airbag using the design of experiments

Yun, Yong-Won; Choi, Jeong-Yeol; Park, Gyung-Jin

doi:10.1177/0954407013515456

Cited by 11 publications

(10 citation statements)

References 9 publications

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“…Non-gradient-based optimization of the surrogate model technique has been applied to not only crash optimization but also various practical examples. 25–30 The technique is easy to use for the high-fidelity FE model of large-scale examples such as a full-scale vehicle FE model 4, 31 because it does not require sensitivity analysis. The responses of non-linear dynamic analysis are directly utilized to generate approximated mathematical functions of a surrogate model.…”

Section: Non-linear Dynamic Response Structural Optimization and The mentioning

confidence: 99%

Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests

Lee

Park

2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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Vehicle crash optimization is a representative non-linear dynamic response structural optimization that utilizes highly non-linear vehicle crash analysis in the time domain. In the automobile industries, crash optimization is employed to enhance the crashworthiness characteristics. The equivalent-static-loads method has been developed for such non-linear dynamic response structural optimization. The equivalent static loads are the static loads that generate the same displacement field in linear static analysis as those of non-linear dynamic analysis at a certain time step, and the equivalent static loads are imposed as external loads in linear static structural optimization. In this research, the conventional equivalent-static-loads method is expanded to the crash management system with regard to the frontal-impact test and a full-scale vehicle for a side-impact crash test. Crash analysis frequently considers unsupported systems which do not have boundary conditions and where adjacent structures do not penetrate owing to contact. Since the equivalent-static-loads method uses linear static response structural optimization, boundary conditions are required, and the impenetrability condition cannot be directly considered. To overcome the difficulties, a problem without boundary conditions is solved by using the inertia relief method. Thus, relative displacements with respect to a certain reference point are used in linear static response optimization. The impenetrability condition in non-linear analysis is transformed to the impenetrability constraints in linear static response optimization.

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Section: Non-linear Dynamic Response Structural Optimization and The mentioning

confidence: 99%

Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests

Lee

Park

2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…This type is usually used in the curtain airbag. 30 In the centre spurt type, the gas is ejected from the centre of the inflator, as shown in Figure 14(b). In the next section, these three parameters are determined by experiments.…”

Section: Definition Of the Design Parametersmentioning

confidence: 99%

Design of a pedestrian protection airbag system using experiments

Yang

Yun

Park

2015

Proceedings of the Institution of Mechanical Engineers, Part D:

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The safety of vehicles has been studied in the past on the basis of the safety of passengers. Recently, pedestrian safety has also attracted attention. The pedestrian protection performance of vehicles has gradually improved but is still not sufficiently good. Devices such as the pop-up hood and the pedestrian protection airbag system are generally used to protect pedestrians. Since these devices are relatively newer than other parts of an automobile, a standard design process has not yet been rigorously established. There have been studies that demonstrated how to determine the design parameters of the devices using computer simulations. In this research, a novel design process for a pedestrian protection airbag is proposed, which utilizes the results of the experiments. Some parameters of the pedestrian protection airbag system, which cannot be determined by simulations, are selected and obtained using experiments. They are the folding method of the airbag, the height type of the airbag and the inflator type. The design results using simulations are incorporated in the initial design of the proposed process. The experimental facilities are prepared on the basis of a mid-sized passenger vehicle, and the headform tests are performed according to the protocol of the European New Car Assessment Programme test. The proposed design process selects the rolling and folding method, the small height type and the bottom spurt inflator type. The resultant design is evaluated and analysed using experiments, and it is found to be satisfactory.

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“…In automobile traffic accidents, excellent occupant restraint systems can prevent or reduce occupant injuries significantly. 1,2 Currently, the design process for occupant restraint systems relies significantly on crash test programmes to ensure occupant safety. 3 Most crash test programmes focused on the protection of front-seat occupants owing to their high occupancy.…”

Section: Introductionmentioning

confidence: 99%

Optimal design of rear-seat restraint system based on new safety seat during frontal collisions

Hong

Liu

2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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Owing to the narrow rear-row space of compact cars, the head of a rear-seat occupant can easily hit against the headrest or the seatback of the front seat in frontal collisions, thereby causing injuries to the occupant. A prototype design of a new safety seat is proposed to increase the safety of rear-seat occupants. The aim of this study is to investigate the protective effects of the new safety seat and further optimise the rear-seat restraint system in 100% and 40% overlapped frontal collisions. First, a simulation model of the restraint system is developed and validated. Second, the effects of the original seat and the new safety seats with different torsional stiffness of the torsion spring on the injuries to a female rear-seat occupant are compared. Finally, the design parameters of the rear-seat restraint system are optimised globally to minimise injuries to the female rear-seat occupant. Compared with the original seat case, the head injury criterion HIC15 and thorax 3 ms resultant acceleration T3MS of the female rear-seat occupant in the new safety seat case reduce, whereas the neck injury criterion Nij increases. When the torsional stiffness of the torsion spring decreases gradually, HIC15 and T3MS decrease. The optimum torsional stiffness of the torsion spring determined via analysis is 10 N m/°. The optimal combination of the design parameters of the rear-seat restraint system is obtained. After optimisation, for the 100% overlapped collision, HIC15 and T3MS decrease by 40.20% and 5.75%, respectively, Nij decreases by 35.94% and the peak left and right femur forces ( FL and FR, respectively) decrease by 9.65% and 12.26%, respectively. For the 40% overlapped collision, HIC15 and T3MS reduce by 39.92% and 11.64%, respectively, and Nij, FL and FR decrease by 8.89%, 7.50% and 6.09%, respectively.

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Optimization of an automobile curtain airbag using the design of experiments

Cited by 11 publications

References 9 publications

Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests

Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests

Design of a pedestrian protection airbag system using experiments

Optimal design of rear-seat restraint system based on new safety seat during frontal collisions

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