By E.H. Dowell
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Additional info for Aeroelasticity of Plates and Shells (Mechanics: Dynamical Systems)
Fig. 50 Unbelted Occupant Kinematics in a MidSize Sedan 14 mph Barrier Test. The differences between the barrier and sled test kinematic analysis are the sign of the acceleration and initial velocity. The vehicle velocity profile in the barrier test is then parallel to that in the sled test as shown in Fig. 51. Fig. 2 of Chapter 4). A: The sled pulse is the negative of the vehicle barrier crash pulse, B: The sled velocity profile is a shifted barrier velocity curve, by the magnitude of the initial barrier impact velocity, vo.
20 Filtered Response Comparison ! Multiple-Step Function and Channel Class 60 © 2002 by CRC Press LLC Applying the same analysis to the raw data of the vehicle crash pulse, the differences in the magnitude attenuation, phase delay, and initiation point between the filtered data and raw data become clear. Shown in Fig. 21, the first impulse, between 4 and 8 ms, can be approximated by a unit step input. The relationships between the filter type, initiation point, attenuation magnitude, and phase delay applied to the step input can also be applied to the test data analysis.
Due to the reduced number of data points and given the accuracy of the integral, the window averaging technique is especially useful in obtaining a transfer function. Topics on transfer functions are covered in Chapter 3. The forthcoming sections describe the basic kinematic relationships, principles, and their applications in analyzing the crash pulse data for crashworthiness study. 4 BASIC KINEMATIC RELATIONSHIPS Using the three basic kinematic relationships relating the deceleration, velocity, and displacement shown below, crash test data can be further processed to yield the particle kinematics of a vehicle or occupant in the time and displacement domain.