AA-AT-5-1998.pdf
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1、STD=AA AT 5-ENGL 3998 Ob04500 OOL7L45 070 - - i A u t o m o t i v e A l u m i n u m i C r a s h Energy M a n a g e m e n t / i Manual I i / I I D . . . . The Aluminum Association i Incorpolatted The ,Aluminum Association, Inc. 900 19th Street, NW Suite 300 Washington, DC 20006 Copyright The Aluminum
2、 Association Inc. Provided by IHS under license with AA Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 04/18/2007 03:07:00 MDTNo reproduction or networking permitted without license from IHS -,-,- i A u t o m o t i v e Aluminum i C r a s h Energy i M a n u a l . M a n a g e m e
3、 n t . : Automotive it is, for instance, much less dense than steel but it is typically used at about 1.5 times the steel thickness in equivalent structural components, e.g. in front rails. These provide the primary energy absorption in a frontal collision and the increased thickness for the aluminu
4、m results in more deformation and, hence, enhancement of its energy absorption. Conversely, automotive structural steels will generally deform more before fracturing than the corresponding aluminum materials and therefore the design of components and whole structures must take all such properties an
5、d characteristics into account to ensure that the vehicle structures have the requisite crashworthiness. Crashworthiness is one of the most important aspects in vehicle design but there are many other aspects to be considered such as weight for the projected size of vehicle, structural stiffness whi
6、ch is key for good road holding and handling, occupant space and manufacturing cost and compromises have to be made to evolve viable vehicle designs. However, crashworthiness can not be compromised but adding weight is not the answer; a well designed military tank might be a safe vehicle for its occ
7、upants but likely would result in fatalities in any passenger vehicle in collision with the tank. And the tank would not meet any of the purchasers expectation for speed, comfort and road holding. Thus the challenge for the designer is to develop vehicles which meet the customers expectations for pe
8、rformance, road holding and space while, at the same time, having a crashworthy structure and one that is viable to manufacture and sell. The purpose of this document therefore is to bring together in one place the relevant information on the choice of materials and the design and manufacturing of c
9、rashworthy aluminum vehicle structures for automotive designers and engineers in the auro companies and the parts and material supplier industries. The document covers the relevant government regulations, material properties, overall design approaches including available modeling techniques, design
10、guidelines for (1,2,3)-Numbers in parentheses refer to References in Appendix 1. Copyright The Aluminum Association Inc. Provided by IHS under license with AA Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 04/18/2007 03:07:00 MDTNo reproduction or networking permitted without l
11、icense from IHS -,-,- - A AT 5-ENGL.Lq Ob04500 0037352 _ - 200 individual structural members, experimental results from component testing under simulated crash conditions and, finally, crash test results from actual aluminum structured vehicles. The data presented clearly demonstrates that appropria
12、tely designed aluminum vehicle structures are fully crashworthy, meeting or exceeding all the government safety requirements as well as meeting or exceeding the performance of equivalent steel structured vehicles. 1.2 Safety Regulations, Accidents and Injuries- History Federal Motor Vehicle Safety S
13、tandards (FMVSS) are promulgated by the National Highway Traffic Safety Administration (NHTSA), an agency within the U.S. Department of Transportation. Authority for promulgating vehicle safety standards stems from the Highway Safety and Traffic Safety Act of 1966, which established what is now NHTS
14、A. Currently, about 49 standards are applicable to either passenger cars and/or light trucks (gross vehicle weight rating of under 10,000 lbs.). These safety standards are numbered according to their intended function, i.e. accident prevention (100 series), injury severity reductions (200 series). T
15、he 100 series provides specifications for vehicle components such as lights, vision, brakes, tires, etc., and therefore does not impose crash safety performance requirements on the vehicle structure. On the other hand, the 200 and 300 series, being involved directly with occupant protection during a
16、ccidents, place important performance standards that most directly affect the vehicle structure. Federal Motor Vehicle Safety Standards are design requirements for vehicle parts and system mandated by the U.S. government- National Highway Traffic Safety Administration (NHTSA). Designing and testing
17、to FMVSS requirements assures that the vehicle meets all applicable Regulatory and Safety requirements. The purpose of these standards is to help reduce traffic accidents, injuries and deaths. The following comments were made by Hugh DeHaven in 1942 while reporting on his review and analysis of eigh
18、t free fall accidents where the victims survived: “The human body can tolerate and expend a force of two hundred times the force of gravity for brief intervals during which the force acts in transverse relation to the long axis of the body. It is reasonable to assume that structural provisions to re
19、duce impact and distribute pressure can enhance survival and modi5 injury within wide limits on aircrafi and automobile accidents. His original 1942 paper, which was reprinted in the 24th Stapp Car Crash Conference as a memorial tribute to Mr. DeHaven, set in motion considerable research related to
20、biomechanics as it relates to human impact tolerance. Equally important, from this body of work came the clear recognition that if mechanical impact forces are properly controlled, victims of transportation accidents can survive what otherwise would be non- survival accidents. Today, over 55 years l
21、ater, crash- worthiness is viewed as an additional design requirement/specifcation to be closely integrated with other functional requirements during the development of any system intended to transport either humans or hazardous cargo. The application and development of the crashworth- iness princip
22、les are most prominent in the automotive industry. This clearly reflects a proper priority, as highway passenger vehicles, when compared to other means of transportation, are the cause of the greatest number of transportation- related accident victims. The term “crashworthiness” evolved around 1950
23、and was initially associated with aviation safety, It refers to the capability of a vehicle or component to provide occupant protection during potentially survivable collisions. The crash- worthiness of a vehicle is, therefore, viewed as a measure of its occupant protection adequacy in relation to t
24、he packaging of its components for highway collision exposures. Copyright The Aluminum Association Inc. Provided by IHS under license with AA Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 04/18/2007 03:07:00 MDTNo reproduction or networking permitted without license from IHS -
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