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Vehicle Body Engineering
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
The bonnet is the panel that covers the engine compartment where it is situated at the front of the vehicle or the boot compartment of the rear-engine vehicle. There are many types of bonnets in use on various makes of vehicles. The bonnet consists of an outer panel and an inner reinforcement, formed in an H-shaped or cruciform pattern, which is a spot welded to the outer panel on the flanged edges of the plates. The reinforcement is essentially a top-hat portion to give the bonnet its stiffness. In certain cases, the outer panel is bound to the inner panel by epoxy resins. This method prevents the dimpling effect of spot welding on the outer surface of the seal.
An evaluation methodology for motorcyclists’ wearable airbag protectors based on finite element simulations
Published in International Journal of Crashworthiness, 2021
Oscar Cherta Ballester, Maxime Llari, Valentin Honoré, Catherine Masson, Pierre-Jean Arnoux
The main conclusions from previous MB simulations can be summarized as follows:Impacts of the trunk with the car were more frequent and more severe than impacts against the ground.The trunk impacted both flat (such as the bonnet, the windscreen and the windows) and penetrant surfaces (such as the A-pillar and the roof pillar) of the car.The frontal region of the thorax was the most impacted zone of the trunk and sustained the most severe thoracic impacts.Frontal thoracic normal impact velocities with the car: 50% of the impacts below 1 m/s, 75% of the impacts below 7 m/s and 100% of the impacts below 13 m/s.
Design and simulation of a rear underride protection device (RUPD) for heavy vehicles
Published in International Journal of Crashworthiness, 2018
Zeid Fadel Al-Bahash, M.N.M. Ansari, Qasim H. Shah
It can be seen from Figure 6 that the maximum intrusion is recorded for the underride Design (C) for all impact speeds compared to the two other designs. This intrusion is attributed to the failure of the normal underride design in preventing the car from underrunning with the heavy truck during the accident. The magnitude of the car intrusion at 63 km/h is 1091.1 mm (Table 4), which is considered too much regarding the safety requirements, especially with small and medium cars that have bonnet length less than 800 mm like the Yaris car and low safety rating cars. The maximum intrusion using the normal underride guard has led to crush the front car bonnet; A-pillar, windshield and its effect reached the car trunk as shown in Figure 6(a).
Automotive frontal body structure optimisation in the Upper Legform to Bonnet Leading Edge test with the aim of reducing the pedestrian injuries
Published in International Journal of Crashworthiness, 2022
Fahimeh Farahani, Hossein Salmani, Abolfazl Khalkhali
Safety legislative regulations and consumer tests such as EU Directive [4] as well as European New Car Assessment Programs (Euro NCAP) [5] use different subsystem impactors to assess vehicle pedestrian safety. These subsystems impactor include adult and child Headform, Legform and Upper Legform. Employing these impactors in numerical and experimental investigations on pedestrian protection tests have received considerable attention recently [6]. Torkestani and Masoumi in their studies [7,8] utilised different bonnet materials to investigate pedestrian head injury. By targeting the criteria such as reducing damage, strength, mass and expense, they proposed the use of alternative steel materials in particular aluminium and composite to make the bonnet safer. Shojaeefard et al. [9] proposed a new inner structure of the hood model with the aim of reducing pedestrian head injury. Lv et al. [10] developed a design and optimise the vehicle front-end panel for mitigating injury risks of the pedestrian lower body. Two different types of legform impactor model were employed for this purpose. Khalkhali et al. [11] investigated the influences of bumper design parameters such as material, thickness and location of different parts of the front vehicle structure in the pedestrian protection induced by the Colliding a legform model with a vehicle. Abvabi et al. [12] used the legform impactor dynamic model to explore the height effect of impact location on pedestrian safety. Based on the FE modelling technique, Ahmed and Wei [13] investigated the influence of using CFRP as an alternative material to achieve better pedestrian safety. Moon et al. [14] proposed a design process for an automobile crumple zone model to improve the collision situation with the Upper Legform model.