Fig 1.
Schematic flow-chart of the proposed methodology by using coupled FE and MB models.
Fig 2.
Impact scenario parameters with (a) four impact positions, (b) schematic diagram of impact angle in CVCC situation, impact angles of numerical simulations are (c) 30o, (d) 60o, (e) 90o, (f) 120o, (g) 150o, respectively.
Table 1.
Parametric matrix of traffic accident scenarios.
Fig 3.
(a) The rough profile and the corresponding dimensions of 2010 edition aof Toyota Yaris sedan finite element model; (b) The Hybrid III 50th percentile dummy model used in the present study and occupant restraint system model provided by NCAC.
Fig 4.
The typical resultant acceleration curve with an impact angle of 90o, impact velocity of 35 mph and collision position of position 2, combined with the deformation animation of vehicles and the corresponding response of occupant restraint system model.
Fig 5.
The detailed kinematic response process of drivers for the case of three different impact velocities with an impact angle of 90o and collision position of position 2: (a) 25 mph, (b) 35 mph, (c) 45 mph.
Fig 6.
Comparison of WIC under different impact velocities and collision positions with an impact angle of 90o.
Fig 7.
Comparison of WIC under different impact angles and impact velocities in position 2.
Fig 8.
Comparison of WIC under different collision positions and impact angles with an impact velocity of 35 mph.
Fig 9.
Coupling effect of the impact velocity, collision position and impact angle on WIC.