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Interiors of past vehicles were created to satisfy specific functions with appearance being a secondary consideration, but in the present & future market with ever increasing vehicle luxury, decoration of vehicle has become a prime focus in automobile industry along with the safety & economy. Automotive interiors have evolved over the years from a collection of trims covering bare sheet metal panels to add quality & richness of interior cabin, ultimately delivering greater value to customers. One such area in interiors is Side door trims serving the dual purpose of functionality and creating a pleasing environment too. The aesthetic appeal to the Side door trim is added usually through a Door trim insert having a decorative skin pasted on to the plastic base. And the selection of pasting technique for pasting decorative film on to the plastic base insert is a challenge for an automotive interior designer.

This SAE Aerospace Recommended Practice recommends general criteria for the development and installation of an aircraft emergency signal system to permit any crew member (flight or cabin) to inform all other crew members that an emergency evacuation situation exists and that an evacuation has been or should be immediately started.

This SAE Aerospace Recommended Practice (ARP) establishes the criteria for the development and installation of an aircraft emergency signal system to permit any crew member to inform all other crew members that an emergency evacuation situation exists and that an evacuation has been or should be immediately started.

The new sound and vibration laboratory at Autoliv’s Ogden Technical Center (OTC) was purpose-built with a focus on automotive safety restraint product development (air bags, seat belts, steering wheels, etc.). The laboratory requirements stem from the continued industry trend of quieter vehicles which drives the need for components with extremely low levels of rattle noise. The laboratory at OTC complements similar Autoliv testing facilities around the world. Test articles range from several cubic inches up to approximately one cubic foot and contain varying degrees of moving elements. With the new laboratory at OTC, Autoliv can test new product designs earlier in the development process and obtain test results and feedback faster. The function of the OTC test lab is vibration-induced rattle noise; shake components with a known input and measure the resulting noise.

Safety of the operators in any equipment can be achieved by both passive and active systems. Passive safety system includes Seat belt, air bag, bumper, and other structural components which protects the operator from injuries during accidents. On the other hand, Active safety systems like Braking, Steering, Collision avoidance system, operator fatigue monitoring systems, etc., minimize and eliminate the accidents among which the Brake system is primarily used to control and stop the equipment. Considering the field operating conditions of motor grader, it is very essential to provide fool proof braking system to control and stop the equipment. In order to obtain maximum productivity the equipment speed is kept substantially high. Brake systems are operated using Air, Hydraulics, etc., among which the Air brake system offers simple and easy serviceability over hydraulic system.

This investigation addresses and evaluates: (1) belted drivers in frontal crashes; (2) crashes divided into low, medium, and high severity; (3) air-bag-equipped passenger vehicles separated into either model years 1985 - 1997 (with airbags) or model years 1998 - 2008; (4) rate of Harm as a function of crash severity and vehicle model year; and (5) injury patterns associated with injured body regions and the involved physical components, by vehicle model year. Comparisons are made between the injury patterns related to drivers seated in vehicles manufactured before 1998 and those manufactured 1998 or later. The purpose of this comparative analysis is to establish how driver injury patterns may have changed as a result of the introduction of more recent safety belt technology, advanced airbags, or structural changes.

Abstract Modern driver compartment restraint systems have at least three key components that work together: safety belt system, airbags, and collapsible steering column. During a crash, a steering column will collapse at a predetermined force called breakaway force. Once the force of a crash has reached the breakaway force threshold, the column will move towards the motor area. When the column moves, the drivers’ peak forces and acceleration are decreased because the time and distance that are given to decelerate are increased. The usage of a breakaway force element inside the steering column allows car manufacturers to control the movement of the steering column at a certain point during a crash. Any load below the breakaway force, such as airbag deployment and normal or misuse forces applied by the driver, is absorbed by the system. Today’s force-based systems are optimized (design/configure) using various crash configurations, leading to one specific behavior of the column.

Understanding the resonant behavior of vehicle closures such as doors, hoods, trunks, and rear lift gates can be critical to achieve structure-borne noise, vibration, and harshness (NVH) performance requirements, particularly below 100Hz. Nearly all closure systems have elastomer weatherstrip components that create a viscoelastic boundary condition along a continuous line around its perimeter and is capable of influencing the resonant behavior of the closure system. This paper outlines an approach to simulate the static and dynamic characteristics of a closed-cell Ethylene Propylene Diene Monomer (EPDM) foam rubber weatherstrip component that is first subjected to a large-strain quasi-static preload with a small-strain sinusoidal dynamic load superimposed. An outline of a theoretical approach using “phi-functions” as developed by K.N. Morman Jr., and J.C.

Currently, the use of numerical and analytical tools during a vehicle development is extensive in the automotive industry. This assures that the required performance levels can be achieved from the early stages of development. However, there are some aspects of the vibro-acoustic performance of a vehicle that are rarely assessed through numerical or analytical analysis. An example is the modeling of sound transmission through vehicle sealing systems. In this case, most of the investigations have been done experimentally, and the analytical models available are not sufficiently accurate. In this paper, the modeling of the sound transmission through a vehicle door seal is presented. The study is an extension of a previous work in which the applicability of the Hybrid FE-SEA method was demonstrated for predicting the TL of sealing elements.

The primary function of an airbag control module is to detect crashes, discriminate and predict if a deployment is necessary, then deploy the restraint systems including airbags and where applicable, pretensioners. At General Motors (GM), the internal term for airbag control module is Sensing and Diagnostic Module (SDM). In the 1994 model year, GM introduced its SDM on some of its North American airbag-equipped vehicles. A secondary function of that SDM and all subsequent SDMs is to record crash related data. This data can include data regarding impact severity from internal accelerometers and pre-crash vehicle data from various chassis and powertrain modules. Previous researchers have addressed the accuracy of both the velocity change data, recorded by the SDM, and the pre-crash data, but the assessment of the timing of the pre-crash data has been limited to a single family of modules (Delphi SDM-G).

The ThyssenKrupp InCar Project is a comprehensive R&D development that gives automotive manufacturers modular solution kits for body, chassis and powertrain applications. The solution kits developed within this project offer weight reduction, cost savings or improved functionality. This paper will focus on the two front door solutions developed within the InCar project. The first door solution, called the Lightweight Door, achieved a 13% weight reduction. This door features a 4-piece tailored blank inner panel and a sandwich material outer panel. The second door solution, called the Advanced Door, is a completely new and innovative door architecture that uses a 2-piece tailored blank mid panel and ultra thin Dual Phase 500 outer panel to achieve an 11% weight reduction. Prototypes were manufactured and tested for both door solutions.

In an attempt to predict the responses of side crash pressure sensors, the Corpuscular Particle Method (CPM) was adopted and enhanced in this research. Acceleration-based crash sensors have traditionally been used extensively in automotive industry to determine the air bag firing time in the event of a vehicle accident. The prediction of crash pulses obtained from the acceleration-based crash sensors by using computer simulations has been very challenging due to the high frequency and noisy responses obtained from the sensors, especially those installed in crash zones. As a result, the sensor algorithm developments for acceleration-based sensors are largely based on prototype testing. With the latest advancement in the crash sensor technology, side crash pressure sensors have emerged recently and are gradually replacing acceleration-based sensor for side impact applications.

An Arbitrary Lagrangian Eulerian (ALE) approach was adopted in this study to predict the responses of side crash pressure sensors in an attempt to assist pressure sensor algorithm development by using computer simulations. Acceleration-based crash sensors have traditionally been used to deploy restraint devises (e.g., airbags, air curtains, and seat belts) in vehicle crashes. The crash pulses recorded by acceleration-based crash sensors usually exhibit high frequency and noisy responses depending on the vehicle's structural design. As a result, it is very challenging to predict the responses of acceleration-based crash sensors by using computer simulations, especially those installed in crush zones. Therefore, the sensor algorithm developments for acceleration-based sensors are mostly based on physical testing.

It is very common that a microcontroller is used in a safety relevant system to acquire data from sensors, process the data and then control actuators. With the shrink of technology every few years it becomes ever more common to use digital serial interfaces and high speed PWM links for both inputs and outputs. The microcontroller vendors have responded to the need for functional safety in the CPU cores by lock-stepping them and adding ECC to buses and memories. They are also implementing highly flexible and complex timer peripherals to be able to automate much of the real-time processing of the digital signals. However these timers are becoming significantly large, and many have their own embedded sequence engines or microkernels, which although powerful, often lack the rigorous diagnostic mechanisms required to reach ASILD.

A new highly biofidelic side impact dummy, the WorldSID 50th percentile male, has been developed under the supervision of the International Organization for Standardization in order to harmonize a number of existing side impact dummies in one single dummy. Momentum is growing for using the WorldSID in safety tests in the EU and the US. In the present study, two Euro-NCAP pole side impact tests were conducted to compare ES-2 and WorldSID responses in a mid-size SUV with respective seating positions as stipulated in the Euro-NCAP test conditions and fitted with the same side airbag. It was found that, compared with ES-2, the chest, abdomen and pelvis accelerations of WorldSID are more sensitive to variation in the applied external load transmitted by the deployed side airbag and door intrusion.

In an attempt to assist pressure sensor algorithm and calibration development using computer simulations, an Arbitrary Lagrangian Eulerian (ALE) approach was adopted in this study to predict the responses of side crash pressure sensors for body-on-frame vehicles. Acceleration based, also called G-based, crash sensors have been used extensively to deploy restraint devices, such as airbags, curtain airbags, seatbelt pre-tensioners, and inflatable seatbelts, in vehicle crashes. With advancements in crash sensor technologies, pressure sensors that measure pressure changes in vehicle side doors have been developed recently and their applications in vehicle crash safety are increasing. The pressure sensors are able to detect and record the dynamic pressure change when the volume of a vehicle door changes as a result of a crash.

Described in this paper is a component test methodology to evaluate the door trim armrest performance in an Insurance Institute for Highway Safety (IIHS) side impact test and to predict the SID-IIs abdomen injury metrics (rib deflection, deflection rate and V*C). The test methodology consisted of a sub-assembly of two SID-IIs abdomen ribs with spine box, mounted on a linear bearing and allowed to translate in the direction of impact. The spine box with the assembly of two abdominal ribs was rigidly attached to the sliding test fixture, and is stationary at the start of the test. The door trim armrest was mounted on the impactor, which was prescribed the door velocity profile obtained from full-vehicle test. The location and orientation of the armrest relative to the dummy abdomen ribs was maintained the same as in the full-vehicle test.

The door closing sound is one of the important quality of a vehicle, and it is useful to study the improvement method of closing sound. As a step to clarify the relationship between the door structure and closing sound, it is attempted to correlate the formation of closing sound with the vibration, and explained that the effect of structural modification aimed to improve the closing sound from the viewpoint of vibration. First, the formation process of the vibration during the door closing is clarified through the analysis method of transient vibration using the pulse laser holography. And the quality of closing sound are evaluated based on the time historical fluctuation of frequency characteristics. Next, the correlation between the closing vibration and sound are studied, and for the case of that the closing sound are changed by the structural modification, the correlation are confirmed.

There are several types of airbag sensor available today. Each type of sensor has unique response characteristics to impact. Mathematical models for five types of sensor, three mechanical, two electronic, have been developed, in order to clarify the difference of the characteristics. First, three mechanical sensors are examined at marginal and high speed crash. And it was found that two(spring-mass sensor and rotary sensor) of these three sensors have almost same characteristics, and the other (air-damped sensor) is unique as it is more sensitive to velocity change, and its response is influenced by cross-axis vibration too, at low speed crash. Second, five sensors including two electronic ones are compared as a single point sensor(a sensing system detecting a crash at a single location of the vehicle). From the comparative study, an electronic sensor which is sensitive both velocity change and vibration is derived to be most desirable from a viewpoint of crash detection.