Browse Topics

Items (223,834)
Find
J1979 DBCJ1979DBC_202609To be published on 09/07/2026
The SAE J1979 DBC file contains decoding rules for converting raw J1979 data to 'physical values' (Mph, %, etc.). This file lets you easily decode data from heavy duty vehicles (trucks, buses, tractors, etc.). This DBC file download includes: The SAE J1979 DBC file with Includes 2,400+ Parameter Group Numbers (PGNs) and 16,000+ Suspect Parameter Numbers (SPNs), derived from the J1979 Digital Annex (DA) released in September 2026. One legal license (1 user, 1 PC) matching the DA license DECODE J1979: Convert J1979 data in wide range of software/API tools REVIEW FIRST: Use our CAN ID converter to check if your PGNs are covered CROWD INPUT: Benefit from free corrections based on large user base SAVE HOURS: Avoid manually constructing the DBC file from scratch Improved Accuracy & Reliability A fully standardized DBC file ensures precise signal decoding, eliminating errors and ensuring reliable data interpretation. Interoperability Seamlessly compatible with many different software stacks, enabling frictionless adoption and significantly expanding market reach. Partnership with Vector Informatik GmbH Works seamlessly with Vector’s free software (CANdb++), used by over 90% of the industry, with free download link provided on SAEI’s J1979DBC file landing page. What is a DBC file? A DBC file is a standardized method for storing the "rules" on how to interpret raw CAN bus data. It contains details on what 'signals' (e.g. RPM, Vehicle Speed, …) are contained within which 'messages' (i.e. CAN IDs). In the J1979 standard, messages are referred to as Parameter Group Numbers (PGN) and signals as Suspect Parameter Numbers (SPN). Further, a DBC file includes names, descriptions, positions, and lengths of the signals - as well as how to offset & scale them.
Hierarchical Yaw–Roll Stability Control of Semi-Trailers Based on Joint Estimation of Equivalent Parameters02-20-01-00018/19/2026
Semi-trailers are widely used in highway freight transportation because of their large payload capacity and high transport efficiency. However, structural characteristics such as a high center of gravity (CG), heavy loads, and the dynamic coupling between the tractor and trailer make them prone to yaw instability and rollover under complex conditions. To solve these problems, this article proposes a hierarchical stability control architecture for semi-trailers based on the joint estimation of equivalent parameters. First, a six-degree-of-freedom (6-DOF) theoretical dynamic model is established. This model includes the lateral, yaw, and roll motions of both the tractor and trailer to provide desired reference states. Second, a parameter estimation method combining a genetic algorithm (GA) with a forgetting-factor recursive least squares (RLS) algorithm is designed. It dynamically identifies eight unknown equivalent parameters, specifically the tire cornering stiffness and suspension damping. Next, a hierarchical controller is developed. The upper layer uses model predictive control (MPC) to calculate the required additional yaw moments, while the lower layer allocates these moments through quadratic programming (QP) based on vehicle steering characteristics. Co-simulation results, evaluated using error metrics that compare control outputs directly against TruckSim reference outputs, show that the fusion GA-RLS method offers better accuracy and adaptability than a standalone GA. Furthermore, the stability controller prevents rollover in high-speed maneuvers and reduces peak state indicators by over 41.2% in low-speed scenarios. Robustness tests also confirm its effectiveness under low-adhesion road conditions and heavy payloads. Compared with a conventional fixed-parameter MPC, the proposed adaptive architecture improves key stability indicators by 19% to 25%, effectively enhancing the dynamic safety of semi-trailers.
Song, Dafeng, Ni, Lixin, Duan, Chaosheng, Zeng, Xiaohua
Ambulance Litter Integrity, Retention, and Patient RestraintJ3027_202608 (Current)8/19/2026
This SAE Recommended Practice describes the testing procedures required to evaluate the integrity of a ground ambulance-based patient litter, litter retention system, and patient restraint when exposed to a frontal, side or rear impact. Its purpose is to provide litter manufacturers, ambulance builders, and end-users with testing procedures and, where appropriate, acceptance criteria that, to a great extent ensures the patient litter, litter retention system, and patient restraint utilizes a similar dynamic performance test methodology to that which is applied to other vehicle seating and occupant restraint systems. Descriptions of the test set-up, test instrumentation, photographic/video coverage, test fixture, and performance metrics are included.
Truck Crashworthiness Committee
Ambulance Interior Storage Compartment IntegrityJ3058_202608 (Current)8/19/2026
This SAE Recommended Practice describes the dynamic testing procedures required to evaluate the integrity of patient compartment interior Storage Compartments such as cabinets, drawers, or refillable supply pouch systems when exposed to a frontal, side or rear impact (i.e., a crash impact). Its purpose is to provide component manufacturers, ambulance builders, and end-users with testing procedures and, where appropriate, acceptance criteria that, to a great extent, ensure interior Storage Compartments or systems meet the same performance criteria across the industry. Descriptions of the test set-up, test instrumentation, photographic/video coverage, test fixture, and performance metrics are included.
Truck Crashworthiness Committee
Specifications for Low Carbon Cast Steel ShotJ2175_202608 (Current)8/19/2026
This SAE Recommended Practice describes chemical analysis, hardness, microstructure, and physical characteristic requirements for low carbon cast steel shot to be used for shot peening or blast cleaning operations.
Surface Enhancement Committee
Evaluating the Applicability of Advanced Physical Vapor Deposition Coatings through Characterization and Dry Machining05-19-04-00318/18/2026
This study investigates the characterization and dry machining performance of advanced physical vapor deposition (PVD) aluminum titanium nitride (AlTiN) and aluminum chromium titanium nitride (AlCrTiN) coatings deposited using three techniques: cathodic arc evaporation (CAE), high-power impulse magnetron sputtering (HiPIMS), and scalable pulse power plasma (S3p). The coatings were evaluated for thickness, microstructure, surface roughness, coefficient of friction (CoF), adhesion strength, and microhardness. Among the tested coatings, the S3p-deposited AlCrTiN showed the best performance, exhibiting the highest microhardness (40 GPa), the strongest adhesion (108 N), and the lowest CoF (0.25), along with a defect-free microstructure. Under the selected dry turning condition of 150 m/min cutting speed, 0.15 mm/rev feed rate, and 0.7 mm depth of cut, the S3p-deposited AlCrTiN coating achieved a maximum tool life of 10,800 mm, nearly three times higher than the CAE-deposited AlTiN coating. In contrast, CAE coatings showed comparatively lower hardness and weaker adhesion, with minimum values of 25 GPa and 68 N for C1, along with higher CoF values of 0.58–0.60. Furthermore, AlCrTiN coatings produced by HiPIMS and S3p provided 20–30% longer tool life than AlTiN coatings under identical cutting conditions, highlighting the importance of deposition technique.
Dinkar Sonawane, Gaurav
Forgings, Magnesium Alloy, 5.5Zn - 0.45Zr (ZK60A-T5), Precipitation Heat TreatedAMS4362J (Current)8/18/2026
This specification covers a magnesium alloy in the form of die forgings 3 inches (76 mm) and under in nominal thickness at time of heat treatment, hand forgings 6 inches (152 mm) and under in nominal thickness, and forging stock of any size (see 8.5).
AMS D Nonferrous Alloys Committee
Steel, Corrosion-Resistant, Sheet, Strip, and Plate, 17Cr (SAE 430), AnnealedAMS5503H (Current)8/18/2026
This specification covers a corrosion-resistant steel in the form of sheet, strip, and plate.
AMS F Corrosion and Heat Resistant Alloys Committee
WIRE, ELECTRICAL, FLUOROPOLYMER-INSULATED CROSSLINKED MODIFIED ETFE, LOW FLUORIDE, NORMAL WEIGHT, 80 MICROINCH SILVER-COATED COPPER 200 °C, 600 VOLT, ROHSAS22759/50C (Current)8/18/2026
AE-8D Wire and Cable Committee
FITTING, TEE, STANDARD AND REDUCER, FLARELESSAS1005J (Current)8/18/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
BOLT, MACHINE - STEEL, DIFFUSED NICKEL-CADMIUM PLATED, DOUBLE HEXAGON EXTENDED WASHER HEAD, UNS K14675, 195 KSI MIN, .2500-28 UNJF-3AAS9209D (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
WIRE, ELECTRICAL, FLUOROPOLYMER-INSULATED, CROSSLINKED MODIFIED ETFE, LOW FLUORIDE, LIGHTWEIGHT, 80 MICROINCH SILVER-COATED HIGH-STRENGTH COPPER ALLOY, 200 °C, 600 VOLT, ROHSAS22759/47C (Current)8/18/2026
AE-8D Wire and Cable Committee
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, DRILLED, PD SHANK, NICKEL ALLOY, UNS N07718, 185 KSI MIN, .3125-24 UNJF-3AAS3245E (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, PD SHANK, CORROSION AND HEAT RESISTANT NICKEL ALLOY (UNS N07001), 165 KSI MIN, .3750-24 UNJF-3AAS9699D (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, FULL SHANK, STEEL AMS6322, CADMIUM PLATED, .250-28 UNJF-3AAS9933C (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
Unshielded High Voltage Primary CableJ1654_202608 (Current)8/18/2026
This SAE Standard covers unshielded cable, 22 gauge and larger, intended for use at a nominal system voltage up to 600 V or 1000 V (ACrms or DC). It is intended for use in surface vehicle electrical systems.
Cable Standards Committee
Plain Bearing Radial Limit and Ultimate Load TestsARP5448/1B (Current)8/18/2026
This test method outlines the recommended procedure for performing radial limit load and ultimate load tests on low-speed airframe and high-speed helicopter rotor head bearings.
ACBG Plain Bearing Committee
BOLT, MACHINE-DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, CORROSION RESISTANT STEEL (UNS S17400), 140 KSI UTS MIN, .2500-28, UNJF-3AAS3168C (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, PD SHANK, STEEL AMS6322, CADMIUM PLATED, .190-32 UNJF-3AAS9914C (Current)8/18/2026
E-25 General Standards for Aerospace and Propulsion Systems
A Comprehensive Analysis of a Truck–Semi-Trailer Performance Based on Hierarchical Controller Design to Enhance Driver Comfort and Dynamic Stability02-20-01-00028/18/2026
This study presents an integrated suspension system to improve the ride quality and stability of semi-trailer truck vehicles. The system consists of both an Air/MR-controlled suspension on the driver’s seat and on the truck cab, and an active air main suspension for the truck to improve vehicle stability. All components are connected to the truck and semi-trailer via a series of coupled connections. An analysis of dynamic stability reveals how the truck’s motions affect slosh forces within the semi-trailer during operation. An experimental validation of the new Air/MR suspension damper, developed using ANSYS 2023 R1 Computational Fluid Dynamics (CFD) software, yielded results consistent with prior experimental evidence. The control strategy uses a hierarchical architecture in which an inverse LSTM network controls the MR damper, accurately following the damping forces generated by a higher-level RNN controller implemented in MATLAB. The RNN system adaptively adjusts the stiffness of the cab and driver seat suspension, isolating the cab from vibrations caused by uneven roads. The truck and trailer’s main air suspension uses LQR control, using state inputs to counteract vertical motions caused by road roughness and sloshing. An integrated nonlinear co-simulation model of the truck and semi-trailer—including the truck, sloshing trailer, nonlinear air springs, and CFD-based MR damper demonstrates the control system’s effectiveness. Simulation results compared with a passive suspension system show that the proposed integrated controlled suspension system significantly reduces the truck chassis bending moment, improves ride comfort (49.98%), reduces cab body displacement (63.60%), and increases dynamic stability (57.78%). Maximizing dynamic tire load due to slosh dynamics in both half-loaded and full-loaded tanks does not affect the effective dynamic stability of tire hopping at high frequencies because the stiffness coefficient is adaptively adjusted, thereby synchronizing disturbance rejection and long-term riding comfort in frequency-based control under different road conditions.
Gad, Ahmed Shehata
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, AMS5643 (UNS S17400), .4375-20, UNJF-3AAS3171C (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, AMS5643 (UNS S17400), 140 KSI, .5000-20, UNJF-3AAS3172C (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
Chemical Process Test Specimen MaterialAS2390B (Current)8/17/2026
This standard establishes definitions, guidelines, and requirements governing materials (e.g., alloy and heat-treat condition) allowed for use in chemical process test specimens when requirements call for a generic class of alloy.
AMS B Finishes Processes and Fluids Committee
BOLT, MACHINE - DOUBLE HEX, EXTENDED WASHER HD, PD SHANK, CUP WASHER LOCKED, CADMIUM PLATED, STEEL, UNS G87400, 125 KSI MIN, .2500-28 UNJF-3AAS9681C (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
WIRE, ELECTRICAL, FLUOROPOLYMER-INSULATED CROSSLINKED MODIFIED ETFE, LOW FLUORIDE, LIGHTWEIGHT, 80 MICROINCH SILVER-COATED COPPER, 200 °C, 600 VOLT, ROHSAS22759/48C (Current)8/17/2026
AE-8D Wire and Cable Committee
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, UNS S66286, 130 KSI, .3125-24 UNJF-3AAS9112D (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
User’s Guide to AMS SpecificationsAIR4779E (Current)8/17/2026
The scope of this SAE Aerospace Information Report (AIR) is to explain the functions of the various sections of the specifications, why some of the terms in AMS specifications are used, and how the specification system works. Starting with Section 4 of this document, the topics are presented in the order they usually appear in AMS specifications.
Aerospace Materials Systems Group
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, CORROSION-RESISTANT STEEL (UNS S17400), 140KSI UTS MIN, .3125-24, UNJF-3AAS3169C (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, AMS5643 (UNS S17400), . 3750-24, UNJF-3AAS3170C (Current)8/17/2026
E-25 General Standards for Aerospace and Propulsion Systems
Steel, Corrosion- and Heat-Resistant, Forgings and Forging Stock, 12.5Cr (SAE 410), Enhanced Fracture Toughness, AnnealedAMS5867D (Current)8/17/2026
This specification covers a corrosion- and heat-resistant steel in the form of forgings and forging stock.
AMS F Corrosion and Heat Resistant Alloys Committee
CLAMP, LOOP TYPE, CUSHIONED SUPPORTAS21919E (Current)8/17/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
WIRE, ELECTRICAL, FLUOROPOLYMER-INSULATED, CROSSLINKED MODIFIED ETFE, LOW FLUORIDE, NORMAL WEIGHT, 80 MICROINCH SILVER-COATED HIGH-STRENGTH COPPER ALLOY, 200 °C, 600 VOLT, ROHSAS22759/49C (Current)8/17/2026
AE-8D Wire and Cable Committee
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, CORROSION-RESISTANT STEEL (UNS S17400), 140 KSI UTS MIN, .1900-32, UNJF-3AAS3167C (Current)8/15/2026
E-25 General Standards for Aerospace and Propulsion Systems
Safety Assessment of Transport Airplanes in Commercial ServiceARP5150B (Current)8/15/2026
This document describes guidelines, methods, and tools used to perform the ongoing safety assessment process for transport airplanes in commercial service (hereafter termed “airplane”). The process described herein is intended to support an overall management of safety. It is associated with showing compliance to regulations and also establishing and meeting internal company safety standards. The methods identify a systematic means, but not the only means, to assess ongoing safety. While economic decision-making is an integral part of the safety management process, this document addresses only the ongoing safety assessment process. To put it succinctly, this document addresses the “Is it safe?” part of safety management; it does not address the “How much does it cost?” part of safety management. This document also does not address any specific organizational structures for accomplishing the safety assessment process. While the nature of the organizational structure is significant to the quality of a safety program, this document focuses on the functions to be accomplished and does not attempt to define what the structure should be. The intent is to leave the greatest amount of flexibility to the organizations that use this document.
S-18C Ongoing Safety Assessment Committee
Vehicle OBD II Compliance Test CasesJ1699/3_202608 (Current)8/15/2026
The main purpose of this SAE Recommended Practice is to verify that vehicles are capable of communicating a minimum subset of information in accordance with the diagnostic test services specified in SAE J1979, or the equivalent document ISO 15031-5. Any software meeting these specifications will utilize the vehicle interface that is defined in SAE J2534. SAE J1699-3 tests shall be run using an SAE J2534-1 (API Version 04.04) Interface. However, the use of an SAE J2534-2 (API Version 04.04) Interface shall be permitted if the following conditions are met: The number of 29-bit ISO 15765 OBD ECUs exceeds the capability of the SAE J2534-1 Interface. The SAE J2534-2 Interface meets or exceeds all of the SAE J2534-1 requirements and also supports the SAE J2534-2 feature “Mixed Format Frames on a CAN Network.”
Vehicle E E System Diagnostic Standards Committee
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, CORROSION AND HEAT RESISTANT STEEL, UNS S66286, UTS 130 KSI MIN, .3750-24 UNJF-3AAS9559F (Current)8/15/2026
E-25 General Standards for Aerospace and Propulsion Systems
Standard Test Method for Aerodynamic Acceptance of AMS1424 and AMS1428 Aircraft Deicing/Anti-Icing FluidsAS5900F (Current)8/14/2026
This SAE Aerospace Standard (AS) establishes the aerodynamic flowoff requirements and test procedures for AMS1424 Type I and AMS1428 Type II, III, and IV fluids used to deice and/or anti-ice aircraft. The objective of this standard is to ensure acceptable aerodynamic characteristics of the deicing/anti-icing fluids as they flow off of aircraft lifting and control surfaces during the takeoff ground acceleration and climb. Aerodynamic acceptance of an aircraft ground deicing/anti-icing fluid is based upon the fluid’s boundary layer displacement thickness (BLDT) on a flat plate, measured after experiencing the free stream velocity time history of a representative aircraft takeoff. Acceptability of the fluid is determined by comparing BLDT measurements of the candidate fluid with a datum established from the values of a reference fluid BLDT and the BLDT over the dry (clean) test plate. Testing is carried out in the temperature range at which the fluid, undiluted and diluted, is to be used in aircraft service. NOTE: No additional aerodynamic testing is required for non-glycol fluids at this time. For more information about non-glycol fluids, please refer to AMS1424 and AMS1428.
G-12ADF Aircraft Deicing Fluids
CONTACTS, ELECTRICAL CONNECTOR, SOCKET, CRIMP REMOVABLE (FOR MIL-DTL-28840 CONNECTORS)AS39029/84C (Current)8/14/2026
AE-8C1 Connectors Committee
SCREW, MACHINE - STEEL, DIFFUSED NICKEL-CADMIUM PLATED, DOUBLE HEXAGON EXTENDED WASHER HEAD, UNS K14675, 195 KSI MIN, .1640-36 UNJF-3AAS9207D (Current)8/14/2026
E-25 General Standards for Aerospace and Propulsion Systems
STRIP, MOUNTING, NUT INSULATING, FOR AS27212 TERMINAL BOARDAS33731B (Current)8/14/2026
AE-8C2 Terminating Devices and Tooling Committee
Steel Corrosion-Resistant Investment Castings, Vacuum Melted, Vacuum Cast, 13Cr - 8.0Ni - 2.2Mo - 1.1Al (PH 13-8 Mo), Homogenized, Solution, and Precipitation Heat Treated (Condition H1000)AMS5412C (Current)8/14/2026
This specification covers a corrosion-resistant steel in the form of investment castings.
AMS F Corrosion and Heat Resistant Alloys Committee
Rings, Flash-Welded, Aluminum and Aluminum AlloysAMS7488H (Current)8/14/2026
This specification covers flash-welded rings made of aluminum and aluminum alloys (see 8.5).
AMS D Nonferrous Alloys Committee
Aluminum Alloy, Alclad Sheet (6156-T4) 1.0Si - 0.90Cu - 0.60Mn - 0.90Mg Solution Heat Treated and Naturally AgedAMS4405D (Current)8/14/2026
This specification covers an aluminum alloy procured in the form of sheet 0.078 to 0.197 inch (2.00 to 5.00 mm), inclusive, in nominal thickness, Alclad on both sides (see 8.5).
AMS D Nonferrous Alloys Committee
TERMINAL BOARD ASSEMBLY, MOLDED-IN-STUD, ELECTRICAS27212F (Current)8/14/2026
AE-8C2 Terminating Devices and Tooling Committee
Design and On-Vehicle Validation of a Clutchless Electro-Pneumatic Gear-Shifting System for a Formula Student Race Car2026-01-50698/14/2026
Gear-shift execution is critical to power delivery, vehicle acceleration, and driver workload in Formula Student racing vehicles. Conventional shifting solutions for sequential gearboxes are often limited by driver-dependent operation, insufficient actuator authority, incomplete torque coordination, or the absence of closed-loop gear-state confirmation. This study develops and validates a clutchless electro-pneumatic gear-shifting system for a CF700-powered Formula Student vehicle equipped with an integrated sequential dog-engagement gearbox. The system is treated as a shift-assist form of automated manual transmission, in which the driver retains gear-selection authority while shift actuation and engine torque coordination are performed electronically. Although pneumatic shifting systems are already established in motorsport applications, the present work focuses on their vehicle-specific integration through measured shift-load characterization, geometry-based actuator design, gear-position-based closed-loop control, and electronic-throttle-assisted torque intervention. Vehicle tests were conducted under straight-line acceleration, high-speed obstacle-avoidance, and endurance-oriented training conditions. Across 76 recorded shift events, no failed gear transition or missed target-gear confirmation was observed. In straight-line acceleration tests, the mean target-gear confirmation time for recorded upshifts was 96 ± 5 ms, and the representative gear-position transition interval was approximately 20 ms. The full Engine Control Unit (ECU)-controlled upshift event was 0.50 ± 0.10 s because it included the calibrated low-torque dwell and torque-recovery phase, and should therefore be interpreted as a control-event window rather than the mechanical shift duration. After powertrain-specific actuation and torque-control calibration, the developed system provides an implementation basis for similar electronically controlled sequential-gearbox racing platforms, with potential to reduce shift time and driver workload and to support improved autocross drivability and performance.
Cao, Yuanyi
Relevant vehicle front-end components for pedestrian laboratory testing to address real-world pedestrian injuries when struck by passenger vehicles with high hood heights2026-22-00098/14/2026
In the United States, pedestrian deaths account for 18% of roadway fatalities and have increased 78% since their lowest point in 2009. U.S. consumers are increasingly purchasing larger vehicles that are responsible for a disproportionate number of pedestrian injuries. This study examined a dataset of pedestrians struck by passenger vehicles in Michigan from 2015 to 2024 to identify the unique characteristics of the tallest vehicles, large SUVs and pickups, which are contributing to increased injury. Vehicle height was categorized as the hood leading edge (HLE) height compared with the estimated pedestrian hip and waist heights from anthropometric measures. Maximum abbreviated injury scale and injury sources by body region were tabulated for three vehicle height categories. Typical kinematic patterns were observed for each relative height category and the corresponding injury frequency and impact locations. For vehicles with high hood heights, head and torso injuries were commonly from the front of the vehicle —the grille, headlights, and HLE. In contrast, head injuries sustained when pedestrians were struck by medium-height and short vehicles were primarily from the vehicle hood and windshields. Even among the tallest vehicles where the bumper was much higher than the pedestrian’s knee, leg injuries from the vehicle bumper and valance were frequent, suggesting that evaluating these vehicle components is also necessary to address lower extremity injuries. This study identified the unique pedestrian impact locations associated with the tallest vehicles, which can help guide vehicle designers when considering impact attenuation strategies to reduce injury in crashes with pedestrians.
Mueller, Becky, Jermakian, Jessica
Pelvis Lap Belt Engagement of Small-Sized Females in Frontal Impacts Using Seat-Integrated Restraints and Vehicle Seats for Alternative Seating Positions2026-22-00088/14/2026
Non-traditional vehicle seating postures challenge traditional occupant protection paradigms that promote pelvis lap belt engagement. Seat-integrated restraints may promote pelvis lap belt engagement in alternative seating postures but have not been evaluated with post-mortem human subjects (PMHS) in vehicle seats. The goal of this research was to perform three 38.8 g, 56 km/h frontal impact sled tests with small-sized female PMHS in a crash environment with a vehicle seat designed for alternative seating positions. PMHS pelvis kinematics, lap belt engagement, and submarining response were compared to that of the Hybrid III 5th female (HIII-5F) in the same environment. The seat was in the rearmost seat track position, reclined 40° from vertical, and incorporated a leg rest, which elevated the feet off the floor. A seat cushion airbag (SCAB), large passenger airbag (PAB), shoulder belt pretensioner (SB P/T), and seat-integrated belt (BIS) were incorporated into the testing environment. The SCAB restricted initial downward translation of the pelvis and induced 7.7°–11.8°of initial pelvis rearward rotation. Lap belt loading of the abdominal soft tissue occurred in each test via three distinct interactions: (1) initial pelvis lap belt engagement followed by pelvis fracture and subsequent submarining; (2) lack of initial pelvis engagement and direct abdominal loading; (3) initial pelvis lap belt engagement followed by submarining. In a matched test environment, the HIII-5F did not submarine nor reproduce the entire lap belt pelvis interactions observed by the PMHS. Future research must develop better tools for predicting lap belt engagement in alternative seating positions.
Newman, Rachel, Shin, Jeesoo, Sochor, Sara, Morgan, Neal R., Gepner, Bronislaw D., Kerrigan, Jason R., Kim, Yongtae, Kim, Sung Rae
Finite Element Analysis of New Energy Vehicle Chassis Using ANSYS2026-99-03438/14/2026
Amid the rapid development of the new energy vehicle industry, the vehicle frame, as the core load-bearing component of the entire vehicle, plays a direct role in the vehicle’s safety, lightweight design, and power performance through its design and performance. Although research on new energy vehicle frames has matured, issues related to the lightweighting of drive shaft-associated structures and the balance between weight reduction and strength/stiffness still require in-depth exploration. This study focuses on the chassis of new energy vehicles, utilizing Q295 low-alloy high-strength steel. Based on the vehicle’s dimensions and mass parameters, a simplified 3D model was constructed using SolidWorks. Static analysis under bending and torsion conditions, along with a 6th-order modal analysis, was conducted using ANSYS software. Based on the analysis results, optimizations were implemented at both structural and material levels: structurally, the central crossbeam was widened, holes were opened on the crossbeam’s vertical plane to reduce weight, and the longitudinal beam welding process was optimized; materially, Q295 steel was retained in high-stress zones, while aluminum alloy replaced it in low-stress zones. The optimized frame achieved a 15% reduction in torsional stress, a 16% decrease in bending stress, a 2% reduction in torsional deformation, and a 3% decrease in bending deformation. Total mass decreased by 12.7 kg, with both strength and stiffness meeting design requirements. This approach synergistically enhances frame lightweighting and performance, providing technical support for optimizing the overall performance of new energy vehicles.
Guo, Lihong, Wang, Yiyou, Yang, Zihao
Reliability Calculation and Analysis of Influencing Factors for Girth Welds in High-Grade Steel Pipelines Based on HMC-SS2026-99-03428/14/2026
Fracture failure of girth welds in high-grade steel pipelines poses a critical threat to pipeline integrity. Leveraging enhanced digitalization in pipeline engineering, a statistical database has been developed to support reliability analysis based on actual operational data. This study utilizes real project data to analyze the failure probability and key influencing factors of girth welds containing crack defects, thereby providing theoretical support for safety design and risk management. To overcome the conservatism of traditional deterministic methods, a probabilistic reliability model was established, incorporating a modified PRCI-CRES ultimate tensile strain criterion. Addressing the inefficiency of standard Monte Carlo (MC) simulation in high-dimensional low-probability contexts, an efficient Hamiltonian Monte Carlo-Subset Simulation (HMC-SS) strategy was introduced. Results show that HMC-SS improves computational efficiency by 99.95% over MC, with only 0.90% relative error. Key findings include: crack depth has the strongest influence – variation from 0.92 mm to 3.68 mm, which increases failure probability by 103 times; the strength matching coefficient is dominant, and higher values reduce failure risk; strain demand exhibits a positive correlation with failure probability and couples with material properties. It is concluded that high- or equal-strength material matching should be emphasized in welding, and reliability-informed design should account for multi-parameter interactions to ensure global safety.
Yang, Kai, Wang, Kaihong, Wang, Bin, Shao, Jia, Yu, Weichao, Zhang, Dong
Bi-Directional Evolutionary Topology Optimization Design for Rib Structures2026-99-03148/14/2026
The performance of modern high-speed aircraft is intrinsically linked to structural mass. As a key component that generates lift, the shape and lightweight of the wing are crucial for improving aircraft performance. This study employs the bi-directional evolutionary structural optimization (BESO) method to perform topology optimization on the wingrib structure of a modern high-speed fighter aircraft. Minimize the overall strain energy as the objective and use the wing rib volume fraction as the constraint to perform topology optimization design on the wing ribs. Based on element stress/strain energy density criteria, the method iteratively adds or removes material to efficiently construct optimal load-transfer paths within the rib configuration. Following the redesign according to the optimized topology, the structural mass was reduced by 39.236% while satisfying strength and stiffness constraints. Results demonstrate that the BESO methodology effectively generates high-efficiency load-bearing configurations for wing ribs, significantly improving material utilization efficiency and structural performance while substantially reducing wing mass. This research provides an effective approach for lightweight design and performance enhancement of critical load-bearing structures in modern high-speed aircraft.
Zhou, Lei, Wang, Wei, Gong, Quanwei, Zhou, Jingchao, Guan, Shenxiaoge
Items per page:
1 – 50 of 223834