Frontal Impact Research Articles

Three-Point Safety Polymeric Belt Webbing versus Four-Point Belt for a Race Car in Frontal Crashes.

Polyester is currently the main material used for the manufacture of safety belts used in car transport for the protection of passengers and the driver. The seat belt is the main passive safety element used in vehicle engineering. In this work, the behavior of two safety belts, one with three-point fastening and the other with four-point fastening, which equip the seat of a racing car used in Formula Student for use in a frontal impact with a vertical wall. A model with finite elements is used to describe the entire car-driver shock-absorber assembly. The von Mises stresses calculated for both cases under consideration are below the tensile strength. The tensions arising in the belt and the accelerations required at various points of the driver's body are determined by both the properties of the utilized polyester and the chosen construction variant. The obtained results justify the use of the three-point and four-point belt in the cases of both common and race cars.

Development of a Restraint System for Rear-Facing Car Seats

In self-driving vehicles, passengers can set their seats in an unconventional seating position, such as rear-facing. Sitting in such an orientation can increase the risk of whiplash in the head-and-neck system in a frontal impact, as frontal crashes usually have higher severities compared with rear-end crashes. This paper shows that a forward-facing front seat optimised for rear-impact protection needs to be redesigned to be used as a rear-facing seat. In the second and main part of this paper, a restraint system for rear-facing car seats is developed, and frontal impact simulations with 64 km/h of delta-V are used to evaluate its performance. The designed seating system comprises two rigid torso plates, a fixed recliner and an energy absorber under the seat pan. Without using the developed restraint system, the 50th percentile male human model is exposed to neck shear forces exceeding 600 N. With the developed restraint system, neck shear forces are less than 350 N in frontal impacts with 64 km/h of delta-V. Apart from whiplash, the risk of head, chest, lower extremity and lower back injuries are also evaluated. The results confirm that the developed restraint system successfully protects the occupant since all assessment criteria values are lower than the injury assessment reference values.

Trend analysis of rear child occupants’ injury influenced by protection system parameters

As road traffic accidents are the leading cause of child injuries and deaths, the most common frontal impact is offset impact. Taking into consideration the lack of research on rear seat child occupants’ safety in road accidents, this study focuses on 10-year-old child occupants seated in the rear and establishes an analytical model of child injury during frontal offset impact, which is validated using test data from a real car impact of the same model. The study then examines the effects of restraint system parameters, including seat belt force-limited level, seat belt anchorage position, and seat cushion stiffness, on head, neck, and chest-abdomen injury response in the rear seat child occupants. The study found that reducing the seat belt force-limited level appropriately resulted in a significant decrease in the child occupant’s head resultant acceleration by 39.9% and the upper neck force by 53.2%. Meanwhile, increasing the seat cushion stiffness was found to reduce the child occupant’s head resultant acceleration by 18.8%, the upper neck force by 31%, and the abdominal pressure by 34.4%. This study provides a reference for the protection of rear seat child occupants.

Frontal A-pillar impact study based on commercial vehicle cabs

To examine whether the passive safety of the cab of a certain commercial vehicle meets the regulatory requirements in a 90° rollover traffic accident, a frontal A-pillar impact simulation test platform is built according to the regulation JT/T1178.1-2018 and the crash simulation is analyzed in LS-DYNA. The driver’s passive safety is comprehensively considered by taking the deformation of the cab structure and the driver’s survival space as the indexes. Aiming at the A-pillar crash test data that does not meet the requirements of the crash regulations, a joint optimization method of welding and strengthening the structure in the inner cavity of the A-pillar and replacing the original material with high-strength steel is proposed. The optimized cab is again subjected to an A-pillar collision simulation test and the optimized results are obtained. The plastic strain of the cab is reduced from the original 0.21 to 0.175 and the minimum living space is increased. The maximum increase in the vertical distance between the driver’s legs and the steering wheel is 52 mm, which improves the passive safety of the cab to a certain extent and provides a reference for enterprises.

Fixed type-oscillating water column front wall angle variation and impact on chamber performance: CFD numerical wave tank assessment

This study investigates optimizing the front wall geometry of an Oscillating Water Column (OWC) chamber to enhance turbine performance and output efficiency when harnessing energy from progressive waves with consistent periods and wavelengths. Numerical Wave Tank (NWT) adopted simulations carried out using ANSYS-Fluent ® package, VOF method with multiphase flow (air-water) where 2-D wave motion of NWT implemented using a C+ computer code. Frontal wall angle of the air/water chamber changed from 0° to 80°, for 10 cases. OWC system was most effective in harnessing and converting wave energy at 0° angle, reaching the maximum power output of 605.08 W/m. In contrast, 80° angle exhibited lower efficiency, with the lowest power output of 26.55 W/m. The average power output over time reflects consistent energy conversion, with the 0° angle demonstrating the highest average power output of 123.72 W/m, while the 80° case exhibited less efficient pneumatic power potential with an average of 3.5 W/m. A uniform cross section provides higher pneumatic power when with PTO in OWC. The efficiency of power generation can be increased by approximately 10 to 20% by keeping 0 to 10° angle of front wall without any appendages fitted with into the wall.

Head Injuries Induced by Tennis Ball Impacts: A Computational Study

Abstract Head injuries induced by tennis ball impacts are computationally studied. The impact of a two-piece tennis ball on a human head is simulated by using an established full body model and a newly constructed tennis ball model. The new tennis ball model is validated against existing experimental data. The frontal impact of a tennis ball on a human head at a velocity of 25 m/s is first studied as the baseline case. The effects of the impact location, velocity, and angle as well as the ball spinning are then examined. It is revealed that the lateral impact results in a higher risk of head injury than the frontal and crown impacts. In addition, it is found that the impact force and von Mises stress in the skull, the intracranial pressure and first principal strain in the brain, and the translational and rotational accelerations at the center of gravity of the head all increase with the increase of the impact velocity. Moreover, the normal (90-deg) impact has the highest risk of head injury, which is followed by the 60-deg, 45-deg and 30-deg impacts. Further, it is observed that the spinning of the tennis ball has insignificant effects on the head response. The simulation results show that there will be no skull fracture or mild brain injury in the baseline case. However, traumatic brain injuries may occur after the impact velocity exceeds 40 m/s. The findings of the current study provide new insights into the risks of head injuries induced by tennis ball impacts.

Numerical Evaluation Using the Finite Element Method on Frontal Craniocervical Impact Directed at Intervertebral Disc Wear

Traumatic cervical pathology is an injury that emerges due to trauma or being subjected to constant impact loading, affecting the ligaments, muscles, bones, and spinal cord. In contact sports (the practice of American football, karate, boxing, and motor sports, among others), the reporting of this type of injury is very common. Therefore, it is imperative to have preventive measures so players do not suffer from such injuries, since bad practices or accidents can put their lives at risk. This research evaluated cervical and skull biomechanical responses during a frontal impact, taking into consideration injury caused by wear on the intervertebral disc. Intervertebral disc wear is a degenerative condition that affects human mobility; it is common in people who practice contact sports and it can influence the response of the cervical system to an impact load. The main objective of this work is to evaluate the effects caused by impact loading and strains generated throughout the bone structure (composed of the skull and the cervical spine). The numerical evaluation was developed using the finite element method and the construction of the biomodel from computational axial tomography. In addition, the numerical simulation allowed us to observe how the intervertebral disc’s wear affected the cervical region’s biomechanical response. In addition, a comparison could be made between a healthy system and a disc that had suffered wear. Finally, the analysis provided information valuable to understanding how an impact, force-related injury can be affected and enabled us to propose better physiotherapeutic procedures.

6 Semantic and Phonemic Fluency in Alcohol Dependent Individuals

Objective:Verbal fluency consists of semantic and phonemic fluency and is often used to detect verbal ability and executive control (Shao et al., 2014). While research has found general verbal fluency impairments in chronic alcohol use, few studies have examined semantic and phonemic fluency separately (Stavro et al., 2012; Stephan et al., 2017). This meta-analytical study examines the performance of abstinent alcohol-dependent individuals on semantic fluency (categories) and phonemic fluency (letters).Participants and Methods:As part of a larger study, two researchers independently searched eight databases, extracted required data, and calculated effect sizes on neuropsychological data in alcohol dependent (AD) individuals. Inclusion criteria for articles were: (a) comparison of abstinent alcohol-dependent patients to healthy controls, (b) matched control group on age, education, or IQ, and (c) standardized neuropsychological testing. Exclusion criteria included: (a) diagnosis of Axis I disorders (other than alcohol dependence), (b) comorbidity with other disorders that impact neuropsychological functioning, or (c) not published or translated into English. A total of 31 articles (AD n=1,080 and HC n=1,090) was analyzed in this study.Results:Semantic fluency evidenced a statistically significant and medium effect size estimate (g = 0.632, p < 0.001). The heterogeneity for semantic fluency was statistically significant (Q=152.468, df=20, p=0.000). Phonemic fluency evidenced a statistically significant and medium effect size estimate (g = 0.572, p < 0.001). The heterogeneity for phonemic fluency was also statistically significant (Q=236.697, df=24, p=0.000).Conclusions:Deficits in semantic and phonemic fluency are both associated with alcohol dependence. Although some previous research has reported more frontal lobe impact of alcohol, which would be expected to impact phonemic more readily than semantic fluency, this is not evident in the current data. There are many possible reasons for this failure to observe this dissociation meta-analytically. Some potential reasons include the possibility that alcohol affects multiple regions of the brain, that both these measures are affected by alcohol but miss the subtlety associated with frontal damage, or the likelihood that when studies are aggregated in meta-analysis the heterogeneity results in a regression to the mean effect size. These and other reasons are not mutually exclusive and future research should attempt to examine these and other hypotheses.

Generation of jet-forming plasma bunch with gigagauss axial magnetic field from impact of linearly polarized laser on microtube targets

Generation of a thin plasma jet with embedded gigagauss axial magnetic fields from the frontal impact of a short linearly polarized laser pulse on an overdense microtube target is considered. It is a new scheme of axial magnetic field generation without initial laser angular momentum. Three-dimensional particle-in-cell simulations show that the space-charge field of the laser expelled tube-front electrons will pull out carbon ions to form at the tube entrance a long-living low-density plasma bunch with gigagauss magnetic fields. The front center of the plasma bunch then stretches forward to form a thin gigagauss-magnetized plasma jet, which survives for sub-picosecond after the core of the laser has passed through the tube.

Pedestrian Safety in Frontal Tram Collision, Part 1: Historical Overview and Experimental-Data-Based Biomechanical Study of Head Clashing in Frontal and Side Impacts.

This article represents the first paper in a two-part series dealing with safety during tram-pedestrian collisions. This research is dedicated to the safety of trams for pedestrians during collisions and is motivated by the increased number of lethal cases. The first part of this paper includes an overview of tram face development from the earliest designs to the current ones in use and, at the same time, provides a synopsis and explanation of the technical context, including a link to current and forthcoming legislation. The historical design development can be characterised by three steps, from an almost vertical front face, to leaned and pointed shapes, to the current inclined low-edged windshield without a protruding coupler. However, since most major manufacturers now export their products worldwide and customisation is only of a technically insignificant nature, our conclusions are generalisable (supported by the example of Berlin). The most advantageous shape of the tram's front, minimising the effects on pedestrians in all collision phases, has evolved rather spontaneously and was unprompted, and it is now being built into the European Commission regulations. The goal of the second part of this paper is to conduct a series of tram-pedestrian collisions with a focus on the frontal and side impacts using a crash test dummy (anthropomorphic test device-ATD). Four tram types approaching the collision at four different impact speeds (5 km/h, 10 km/h, 15 km/h, and 20 km/h) were used. The primary outcome variable was the resultant head acceleration. The risk and severity of possible head injuries were assessed using the head injury criterion (HIC15) and its linkage to the injury level on the Abbreviated Injury Scale (AIS). The results showed increasing head impacts with an increasing speed for all tram types and collision scenarios. Higher values of head acceleration were reached during the frontal impact (17-124 g) compared to the side one (2-84 g). The HIC15 values did not exceed the value of 300 for any experimental setting, and the probability of AIS4+ injuries did not exceed 10%. The outcomes of tram-pedestrian collisions can be influenced by the ATD's position and orientation, the impact speed and front-end design of trams, and the site of initial contact.

Erosion Model for Wind-Blown Sand Flow at Earthen Sites in Arid Environment, Northwest China

ABSTRACT This study investigates the erosive impact of wind-blown sand on earthen sites within arid environments through the establishment of meteorological observation equipment. Over a span of 47 months, a comprehensive approach encompassing numerical simulation, plume analysis, particle examination, three-dimensional scanning, and photo monitoring was employed to continuously monitor the patterns of wind-blown sand movement and the degradation of test walls. The study identifies six distinct zones extending from five times the windward side to ten times the leeward side of the test wall’s height. Notably, a negative correlation between captured particle mass and the height of the sand traps is observed, with 70% of particles concentrated within 50 cm from the base of the test wall. Three primary erosion mechanisms for wind-blown sand are elucidated, including frontal impact, side abrasion, and reverse sapping. Furthermore, the study highlights pronounced erosion at the base of the wall due to vortex flow, with depth erosion affecting the lower, side, and upper sections of the test walls. This paper delves into the erosion mechanisms and operational models of wind-blown sand flow surrounding discontinuous site walls, offering valuable insights for the conservation of ancient earthen sites.

Comparison of thoracolumbar spine kinematics and injuries in reclined frontal impact sled tests between mid-size adult female and male PMHS

Disparities in injury tolerance and kinematic response remain understudied despite field data highlighting sex-based differences in injury risk. Furthermore, the automotive industry anticipates occupants will prefer reclined seating in highly automated vehicles. This study aimed to compare thoracolumbar spine kinematics and injuries between mid-size female and male post-mortem human subjects (PMHS) in reclined frontal impacts. Seven adult PMHS (three female, four male) were tested in reclined (50°) 50 km/h frontal impacts. The PMHS were seated on a semi-rigid seat and restrained by a prototype three-point seat belt system designed to mitigate submarining. The 3-D motions of five vertebrae and the pelvis were measured by an optical motion tracking system. Pressure transducers were inserted into intervertebral discs at three locations along the lumbar spine to track timing of lumbar vertebra fractures. Due to variations in the geometry of the pelvis and soft tissue surrounding the pelvis compared to the male subjects, the female subjects could not be positioned in the seat the same as the males, and, as a result, the females and their belt anchors needed to be translated forward in the seat to maintain similar belt geometry relative to the males. The females exhibited similar pre-test spinal curvatures and kinematics to the males. An L1 fracture was observed in one of three female subjects and two of four male subjects, and timing of these fractures were both similar (61 ∼ 65 ms) and close to the time of peak downward seat force. Generally, the female and male subjects exhibited similar kinematic and injury responses in this reclined frontal impact sled test condition.

Development and Validation of Nonhuman Primate Head-Neck Computational Model for Frontal Impact Injury Analysis

Abstract Severe cervical spine injuries are rare in an automobile crash, however, the recovery for an individual is difficult. With no suitable surrogate in the laboratory setting, the exact head-neck (HN) response to severe impact accelerations is unknown. Therefore, this study aimed to develop a nonhuman primate (NHP) HN model and validate it using a historic NHP kinematic dataset that tested noninjury, as well as injury-inducing impact accelerations. The geometry of the NHP HN model was constructed from a previously CT-scanned skeleton and idealized as a two-dimensional quadrilateral shell mesh. Inertial properties of the vertebra and skull were defined, as well as 1D beam elements representing the spinal ligaments and discs. The model was then driven at the T1 vertebra using a literature-derived 10G acceleration curve to simulate frontal impact. Output peak Head X-acceleration was measured at 19.8G, which fell within the average peak response of 18.8 ± 4.6 G. Capsular ligament and interspinous ligament strains were measured along the cervical spine and the relative magnitudes were consistent with areas of likely injury at more severe impact accelerations. Once tested at more severe impact accelerations, this NHP HN model will provide a suitable way to study potential human cervical spine dynamics during frontal impact.

Frontal Lobe Functions and Quality of Life in Individuals with Obesity with and without Binge Eating Disorder

Frontal lobe functions (FLFs) play an important role in human behavioral regulation and can be a determinant of eating behavior. The aim of this study was to analyse FLFs in individuals with obesity, with and without binge eating disorder (BED), compared to individuals with normal weight (NW), and to analyse the effect of sex and binge disorder on quality of life, with age and BMI as covariates. A total of 114 participants, comprising three different groups (NW individuals, individuals with obesity but without BED, and individuals with obesity and BED), completed the Frontal Assessment Battery (FAB) and Impact of Weight on Quality of Life (IWQOL-lite) questionnaires. The results showed that individuals with obesity, with and without BED, have poorer frontal lobe functioning than the NW group. Individuals with obesity and BED have lower performance in terms of FLFs than individuals with obesity but without BED. Male participants have a higher perception of quality of life in all dimensions, with women showing lower values in self-esteem and sex life. Individuals with obesity and BED show greater weaknesses in physical function. These results suggest that low FLFs and worse quality of life characterize individuals with obesity, and this is more evident in these individuals with BED.

Analysis of Vehicle Energy Absorption Compared to Non‐Standard Tests

AbstractOccupant safety is one of the fundamental aspects to be considered in structural design, which is why the computer aided engineering (CAE) methodology has become essential when studying a vehicle. For the past 10 years, therefore, when designing a vehicle, it is necessary to simulate both standard crash tests, required for marketing, and evaluation tests, carried out by independent consumer bodies. Thanks to the strong European (also national) drive to improve road safety, economic and technological investments have increased. In addition to this, the analysis criteria, and protocols for carrying out crash tests have also evolved to properly verify the crashworthiness of vehicles. Standard crash tests (e.g., EuroNCAP tests) are not exhaustive of all possible crash conditions that can occur in real life. Therefore, this study aims to investigate the structural behavior of a European B‐segment vehicle by performing non‐standard crash tests, i.e., not dictated by any regulation, analyzing different initial conditions. In particular, a frontal impact against a rigid barrier and a side impact against a deformable moving barrier (MDB) are analyzed using standardized test protocols and are then compared with non‐standard tests, analyzed using finite element models that evaluate the amount of energy absorption.Chiefly, in the non‐standard tests rotated the angle of the barrier to 10°, 20°, and 30° for the frontal impact. For the side impact, only the position of the barrier (front and rear) is varied.

Effectiveness of out-fracture of the inferior turbinate with reduction nasal bone fracture.

The nasal bone, being the most protruding bone in the center of the facial bones, is particularly susceptible to damage. Nasal bone fractures can often result in secondary deformation and dysfunction of the nose, including septal fractures. Studies on functional or intra-nasal complications have been rarely reported after nasal bone fracture reduction. To evaluate the severity of nasal obstruction and its improvement following nasal bone fracture reduction using inferior turbinoplasty. We conducted a retrospective review of data from 50 patients with symptomatic nasal obstruction between January to December 2010. All patients underwent preoperative Computed tomography evaluation, and symptom changes and nasal cavity volume were analyzed using a visual analog scale and acoustic rhinometry before and after surgery. Closed reduction and out-fracture of both inferior turbinates performed by the same surgeon. Treatment outcomes were assessed by comparing changes in the nasal airway volume measured using acoustic rhinometry before and after surgery. The minimal cross-sectional area (MCA) was also analyzed based on the Stranc classification. Before reduction, the mean MCA for all cases was 0.59 ± 0.06 cm2, which represented an 11% decrease compared to the average size of a Korean adult (0.65 ± 0.03 cm2). The MCA for frontal impact was 0.60 ± 0.02 cm2 and for lateral impact, it was 0.58 ± 0.03 cm2. After reduction via inferior turbinoplasty, the MCA improved to 0.64 ± 0.04 cm2. This study suggests that turbinoplasty is helpful in addressing nasal obstruction. Out-fracture of the inferior turbinate is an effective and durable technique that can be easily performed to enlarge the nasal airway with minimal morbidity.

Improved Predictions of Human Rib Structural Properties Using Bone Mineral Content

<div>Rib fractures are associated with high rates of morbidity and mortality. Improved methods to assess rib bone quality are needed to identify at-risk populations. Quantitative computed tomography (QCT) can be used to calculate volumetric bone mineral density (vBMD) and bone mineral content (BMC), which may be related to rib fracture risk. The objective of this study was to determine if vBMD and BMC from QCT predict human rib structural properties. 127 mid-level (5th–7th) ribs were obtained from adult female (<i>n</i> = 67) and male (<i>n</i> = 60) postmortem human subjects (PMHS). Isolated rib QCT scans were performed to calculate vBMD and BMC. Each rib was subsequently tested to failure in a dynamic simulated frontal impact and structural properties, peak force (<i>F</i><sub>Peak</sub>), percent displacement (<i>δ</i><sub>Peak</sub>), linear structural stiffness (<i>K</i>), and total energy (<i>U</i><sub>Tot</sub>) were calculated. vBMD demonstrated no significant differences between sexes (<i>p</i> > 0.05); however, males had a higher BMC than females (<i>p</i> < 0.001). Further, sex-specific differences were observed in all rib structural properties except for <i>δ</i><sub>Peak</sub> (<i>p</i> > 0.05). Age had a significant relationship with both vBMD and BMC (<i>p</i> < 0.001) but only in females when separated by sex (<i>p</i> < 0.001). vBMD predicted <i>F</i><sub>Peak</sub>, <i>δ</i><sub>Peak</sub>, <i>K</i>, and <i>U</i><sub>Tot</sub> (<i>R</i><sup>2</sup> = 9.2%–30.9%, <i>p</i> < 0.05) but was not able to predict <i>δ</i><sub>Peak</sub> in males. Similarly, BMC also predicted all rib structural properties, except for <i>δ</i><sub>Peak</sub> in males, but explained more meaningful amounts of variation (<i>R</i><sup>2</sup> = 22.2%–67.7%, <i>p</i> < 0.001). When predicting rib structural properties, BMC captures sex-specific variations in bone size that are obfuscated by vBMD and contribute to the biomechanical response of the rib during mechanical loading. Incorporating BMC into assessments of injury risk may therefore provide additional insight into the multifaceted nature of rib bone quality and differential fracture resistance.</div>

Analysis of experimental injuries to obese occupants with different postures in frontal impact

The objective of the present study was to analyze injuries and their patterns to obese occupants in frontal impacts with upright and reclined postures using experimental data. Twelve obese post-mortem human subjects (PMHS) were positioned on a sled buck with seatback angles of 250 or 450 from the vertical, termed as upright and reclined postures. They were restrained with a seat belt and pretensioner. Frontal impact tests were conducted at 8.9 or 13.9 m/s, termed as low and high velocities. After the test, x-rays and CTs were taken, and an autopsy was conducted. The Maximum AIS (MAIS) and Injury Severity Score (ISS) were calculated, and injury patterns were analyzed. The mean age, stature, total body mass, and body mass indexes were 67 years, 112 kg, and 1.7 m, and 38 kg/m2. None of these parameters were statistically significantly different between any groups. The mean thickness of the soft tissues in the left anterior lateral, central, and right anterior lateral aspects were 44 mm, 24 mm, and 46 mm. In the low-velocity tests, the ISS data were 9, 18, and 9 for the upright, and 9, 9, and 4 for the reclined specimens, and in the high velocity tests, they were 29, 17, and 27 for the upright, and 27, 13, and 27 for the reclined postures. Other data are given in the paper. For both postures at the low velocity, injuries were concentrated at one body region, and the ISS data were in the mild category; in contrast, at the high velocity, other body regions also sustained injuries, and the ISS data were in the major trauma category. From MAIS perspectives, injuries to obese occupants did not change between postures and were independent of the energy input to the system. The association of chest with pelvis injuries in upright and reclined postures to obese occupants may have additional consequences following the initial injury to this group of our population.

Improving crash-worthiness and occupant safety of bus seat structures in frontal crashes as per AIS023 using Finite Element Analysis

Buses are a popular mode of traveling worldwide. In the incidence of a frontal crash (also called a “Head-on collision”) the passengers seating in the second and further rows gets injured due to sudden impact over the front seats. Any accident can cause injury, but statistics show that head-on crashes are even more likely to result in serious harm or fatality to the driver or passengers in either vehicle. During the frontal crash of a bus, if a passenger collides with the next seat and the seat structure performs rigidly it leads to severe injuries. At the same time the front seat should have enough strength to avoid total collapse of the seat. Thus, to avoid injuries, the seat should absorb impact energy and provide sufficient strength. The present study includes The Finite Element Analysis for bus seat as per the AIS-023 setup with the LS-DYNA explicit tool is carried in the present work. The present results ensure the safety capability of the seat structure in a frontal impact.

Crash test analysis of an All-Terrain Vehicle (ATV) chassis.

All-terrain vehicle (ATVs) is a mature and well-cultivated product with prominent significance all over the world. As these products are made to be driven by hoonigans, safety is the main matter of concern. This research paper conducts a crash test analysis on an All- Terrain Vehicle (ATV) chassis to evaluate its structural integrity and occupant safety during collisions. Using advanced computational modeling and finite element analysis, various crash scenarios like Frontal and Side impact crash (considering the driver’s weight) with a wall, Modal analysis, and Static structural analysis are simulated. The 3D finite element model considers material properties and geometry, analyzing acceleration, displacement, deformation, and stress distribution within the chassis. The study assesses the chassis’s ability to absorb impact energy and protect occupants, examining the effectiveness of safety features like roll cages and seat restraints