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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7U3RlZXJpbmcgY29sdW1ucyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O1N0ZWVyaW5nIGNvbHVtbnMmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Reliability-Based Vibration Design of Vehicle Systems with Tuned Mass Dampers (TMD)</title>
      <link>https://trid.trb.org/View/2691884</link>
      <description><![CDATA[Tuned Mass Dampers (TMDs) are widely used in the automotive industry to mitigate Noise, Vibration, and Harshness (NVH) issues across various vehicle systems. These passive devices are particularly effective in reducing structural vibrations in components subjected to resonant excitation. However, real-world applications often face challenges due to manufacturing variability and system-level build differences, which can cause deviations in both the TMD’s tuned frequency (up to ±15%) and the vibration characteristics of the host structure. These uncertainties—in both the TMD properties and the vehicle subsystem dynamics—can be modeled using statistical distributions. This paper presents a generalized methodology for vibration analysis and design under uncertainty, combining reliability engineering with dynamic vibration modeling. The approach formulates a unified mathematical framework that incorporates probabilistic and stochastic modeling to assess TMD performance under a range of build and environmental conditions. As a case study, the method is applied to assess steering column vibrations, with a focus on quantifying the probability that system performance meets specified NVH targets. Multiple statistical distribution models are considered to predict the likelihood that vibrations exceed customer acceptance thresholds, potentially leading to unfavorable subjective and objective ratings. The results are validated using population-level vehicle data. While demonstrated on the steering system, the proposed methodology is applicable to any vehicle subsystem equipped with a TMD, provided that the relevant random variables—such as modal properties, excitation inputs, and build tolerances—are properly characterized. This enables robust TMD design across vehicle domains, ensuring performance consistency despite system variability.]]></description>
      <pubDate>Wed, 03 Jun 2026 09:07:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691884</guid>
    </item>
    <item>
      <title>Vehicle Crash and Steering Column Frequency Simulation of an Aluminum Instrument Panel Structure</title>
      <link>https://trid.trb.org/View/1822965</link>
      <description><![CDATA[Recent changes to the U.S. CAFÉ (Corporate Average Fuel Economy) requirements have caused increased focus on alternative vehicle component designs that offer mass savings while maintaining overall vehicle design and performance targets. The instrument panel components comprise approximately 6% of the total vehicle interior mass and are thus a key component of interest in mass optimization efforts. Typically, instrument panel structures are constructed of low carbon tubular steel cross car members with welded stamped steel component brackets. In some cases, instrument panel structures have incorporated high strength low alloy (HSLA) steels to reduce mass by reducing gage. In this study, aluminum low mass instrument panel structure concept designs are developed. This paper illustrates the differences between a HSLA steel solution and four different aluminum instrument panel structure designs. The aluminum instrument panel structures are design optimized using computer-aided engineering (CAE) software to achieve specific performance requirements. Beam stiffness, Euro NCAP (European New Car Assessment Program) load case criteria measurements and steering column vibration measured by first response frequency modes in the vertical direction are conducted and evaluated. The aluminum concept designs contain similar cross sections and packaging space compared to the HSLA steel design. The HSLA steel and aluminum designs display approximately the same vertical steering column resonant frequencies. However, the HSLA steel design and only one of the aluminum concept designs achieved low intrusion performance for Euro NCAP load cases. Analyzed as a standalone beam, the stiffness of the aluminum cross car beam is three times less than the HSLA steel beam. However, analyzed at a complete instrument panel structure to vehicle system level, the contribution of the body side attachment brackets and the floor pan tunnel braces enhance the overall performance and stiffness of the aluminum instrument panel structure. Thus, each design concept performs equally but the aluminum design concept is 42% lighter than the HSLA steel design.]]></description>
      <pubDate>Mon, 18 Jul 2022 09:28:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1822965</guid>
    </item>
    <item>
      <title>Measuring Steering Column Motion in Frontal Rigid-Barrier Test</title>
      <link>https://trid.trb.org/View/1866535</link>
      <description><![CDATA[Federal Motor Vehicle Safety Standard (FMVSS) No. 204, Steering control rearward displacement,” specifies a limit on rearward steering column motion in an unoccupied, 30-mph,  full-frontal,  rigid-barrier crash test. Modern vehicles demonstrate improved energy absorption and steering column designs compared to vehicles prior to the time when FMVSS No. 204 was first introduced.  NHTSA has defined this research task to (1) develop and validate a test procedure to measure dynamic steering column motion during an occupied, 35-mph FMVSS No. 208 frontal rigid-barrier test; and (2) determine if the performance of the steering column motion in a FMVSS No. 208 type test serve as an indication for steering column motion in a FMVSS No. 204 type test. The George Mason University team has worked with Messring to develop and evaluate different techniques to measure steering column motion in a FMVSS No. 208 type test. The test procedures were demonstrated against two physical frontal rigid-barrier tests which were conducted in cooperation with Calspan. A method to estimate FMVSS No. 204 steering column motion based on FMVSS No. 208 test results was developed. Simulation studies were conducted to determine how steering column motion and occupant injury metrics correlate. The effect of “Good,” “Borderline,” and “Failing” steering column motion relative to FMVSS No. 204 on occupant metrics was determined. The simulation studies showed that “Failing” and “Borderline” steering column motion correlated with failing FMVSS No. 208 due to ATD chest deflections of the 5th percentile female and 50th percentile male dummies that were higher than the specified limits for both ATDs.]]></description>
      <pubDate>Fri, 30 Jul 2021 12:35:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1866535</guid>
    </item>
    <item>
      <title>Potential of a Time-Triggered Crash System of a Steering Column on Driver Injuries</title>
      <link>https://trid.trb.org/View/1852999</link>
      <description><![CDATA[Modern driver compartment restraint systems have at least three key components that work together: safety belt system, airbags, and collapsible steering column. During a crash, a steering column will collapse at a predetermined force called breakaway force. Once the force of a crash has reached the breakaway force threshold, the column will move towards the motor area. When the column moves, the drivers’ peak forces and acceleration are decreased because the time and distance that are given to decelerate are increased. The usage of a breakaway force element inside the steering column allows car manufacturers to control the movement of the steering column at a certain point during a crash. Any load below the breakaway force, such as airbag deployment and normal or misuse forces applied by the driver, is absorbed by the system. Today’s force-based systems are optimized (design/configure) using various crash configurations, leading to one specific behavior of the column. This article presents an investigation to identify the theoretical potential to reduce the driver’s injury probability. In the following discussion, the passive force-activated breakaway system will be replaced with a time-dependent active system in various simulations. These simulations will show that the time-dependent active system has advantages over a traditional passive force-activated breakaway system.]]></description>
      <pubDate>Mon, 26 Jul 2021 15:48:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1852999</guid>
    </item>
    <item>
      <title>Loudness calculation procedure to study electronic steering column lock noise measurement</title>
      <link>https://trid.trb.org/View/1713054</link>
      <description><![CDATA[In the automotive field, the customer requirements for low interior noise and pleasant sound quality inside a vehicle are getting higher and higher. Various national and international regulatory authorities established and reviewed vehicle interior noise for the past years. Besides, lots of studies have shown that vehicle noise can influence the driver’s perceptions and also his or her driving capabilities. To succeed in this scenario, all manufacturers are investing in technology and research in order to improve their component performance. Working on the noise source so as to reduce the seriousness of these noise problems can be really effective. However, various engineering techniques are available to deal with noise and sound-measuring instruments, and systems can help to identify the nature of the problem and they can also be helpful in determining the right procedure to analyse the noise problem. This work proposes a procedure to evaluate the noise originated from an electronic steering column lock device which is used to lock and unlock the steering wheel according to European safety requirements. In particular, different standards and requirements for loudness evaluation have been discussed and the formulation of a straightforward procedure, which can be used to evaluate the loudness according to customer’s requirements, is defined.]]></description>
      <pubDate>Fri, 12 Mar 2021 10:04:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1713054</guid>
    </item>
    <item>
      <title>Measurement of the loads applied to a steering system – Tie rod and steering column</title>
      <link>https://trid.trb.org/View/1595221</link>
      <description><![CDATA[Currently in the automotive industry it is indispensable the evolution of technology applied in the design and manufacturing of components, either for a specific performance improvement or even as part of a cost reduction plan. For these main reasons, it has been constantly invested in methods that may help engineers to understand the dynamic efforts to which the components are submitted. In order to determine the loads suffered by the steering system of a vehicle in motion, the Group of Automotive Technology from the Lutheran University of Brazil (also known as “GTA”) conducted tests using a front-wheel drive road vehicle with a 1.4L transverse engine. The steering column (which joins the steering wheel to the steering gearbox ) and the tie rod (which connects the steering rack to the steering knuckle) were used as elastic elements to form load cells by the attachment of resistive strain gages in a full Wheatstone bridge. The steering column was used to measure the applied torque and the tie rod to measure the resultant force. The calibration of the load cell formed by the tie rod presented linearity with R2 of 0.98 and the one formed by the steering column a R2 of 0,99. Analyzing the obtained results it is possible to infer that under standard driving conditions the highest loads occurred during hard braking combined with steering wheel maneuvers (cornering). In this condition the measured force in the tie rod achieved 300 N whilst the torque reading for the steering column was at 0.6 Nm. In a straight line the maximum resultant loads remained under 80 N and 0.3 Nm, respectively. When the vehicle is stationary and without the hydraulic assistance the torque applied to the steering column is about eight times higher in comparison to a moving vehicle (4.55 Nm and 0.55 Nm, respectively).       ]]></description>
      <pubDate>Mon, 23 Dec 2019 07:45:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595221</guid>
    </item>
    <item>
      <title>Optimizing Steering Column Layout and UJ Phase Angle to Enhance Vehicle Dynamics Performance</title>
      <link>https://trid.trb.org/View/1629016</link>
      <description><![CDATA[Vehicle dynamics is one of the most important vehicle attributes. It is classified into three domains, the longitudinal, vertical, and lateral dynamics. This paper focuses on optimizing the lateral vehicle dynamics which is driven by the straight ahead controllability and cornering controllability of the vehicle. One of the important parameters that dictates these sub-attributes is the steering ratio. Therefore, designing the right steering ratio is critical to meet the vehicle “specific” targets. Significant amount of work has been done by many researchers on variable steering ratio by implementing variable gear ratio (VGR) rack, active steering, and steer-by-wire systems. This paper discusses the methodology and considerations to optimize the steering ratio for a constant gear ratio rack by optimizing the steering column layout, viz., orientation and the phase angle in universal joints. A detailed analysis of steering system layout is done to optimize the steering ratio to enhance the vehicle dynamics performance. Full vehicle-level multibody dynamics (MBD) simulations are done in ADAMS® to compare the vehicle response behavior for different steering ratios in the open-loop objective tests. The Computer Aided Engineering (CAE) results show significant impact of the proposed design methodology on vehicle controllability. When the phase angle and the initial column angle are optimized for a quick on-center steering ratio, the response gains are higher, resulting in a sporty and agile feel. However, when the same vehicle is tuned for a slower on-center steering ratio, the gains are lower, resulting in a sluggish, lazy feel. This methodology can be implemented during the initial vehicle design phase to optimize vehicle performance.       ]]></description>
      <pubDate>Wed, 24 Jul 2019 14:39:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1629016</guid>
    </item>
    <item>
      <title>Deadlock Development on Mechanical Steering Column Lock (MSCL)</title>
      <link>https://trid.trb.org/View/1560381</link>
      <description><![CDATA[The security of a vehicle against is evaluated through of a classification denominated Thatcham, in order to obtain better insurances prices. The methods of theft have been improved over time, and therefore, the design of Mechanical Steering Column Lock (MSCL) also requires technological improvements.         This work presents a design modification in the Mechanical Steering Column Lock (MSCL), with the objective to have a better security classification. This is a device that acts on the locking of the steering column, to protect against car thefts, called Deadlock.         The timeline of the project and new design were discussed and defined between the Supplier and Product Development team, where was revised all the FMEA, Design Verification Plan (DVP) and Test Specification.         Through this design, in addition to the decrease in the price of insurance, it was also possible to improve ergonomic comfort by ensuring a rotation in the position of the key mounted on the ignition cylinder.       ]]></description>
      <pubDate>Thu, 23 May 2019 10:24:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560381</guid>
    </item>
    <item>
      <title>Study on parameters affecting steering feel of column assist electric power steering</title>
      <link>https://trid.trb.org/View/1600803</link>
      <description><![CDATA[In recent years, the electric power assist steering (EPAS) system, because of its fuel efficiency, cost effectiveness, and additional safety and convenience features, has rapidly replaced the conventional hydraulic power assist steering (HPAS) system. However, there is still need for improvement of the steering feel of EPAS systems compared to HPAS systems. In this paper, the steering feel of the EPAS system is studied by investigating the steering feel metrics. The authors first introduce a comprehensive model of a column-assisted EPAS (C-EPAS) system consisting of the major components in the system. The steering feel of the C-EPAS system is then investigated through simulation of on-centre steering tests based on the proposed mechanical model with basic power assist control strategies. Various factors affecting the steering feel responses are identified. Finally, by using this knowledge, it is shown that on-centre steering feel can be improved by adjusting the proper parameters in the C-EPAS system.]]></description>
      <pubDate>Fri, 26 Apr 2019 16:58:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1600803</guid>
    </item>
    <item>
      <title>Steering Column Slip Endurance Test &amp; Rig Development</title>
      <link>https://trid.trb.org/View/1560562</link>
      <description><![CDATA[In the emerging commercial vehicle sector, it is very essential to give a product to customer, which is very reliable and less prone to the failures to make the product successful in the market. In order to make it possible, the product is to be validated to replicate the exact field conditions, where it is going to be operated. Lab testing plays a vital role in reproducing the field conditions in order to reduce the lead time in overall product life cycle development process. This paper deals with the design and fabrication of the steering column slip endurance test rig. This rig is capable of generating wear on the steering column splines coating which predominantly leads to failure of steering column. The data acquired from Proving Ground (PG) was analyzed and block cycles were generated with help of data analyzing tools. Those block cycles were run with the help of this rig it consists of Variable Frequency Drive (VFD) to change the velocity of steering column, and torque applied on component to reproduce field conditions.       ]]></description>
      <pubDate>Thu, 27 Dec 2018 11:00:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560562</guid>
    </item>
    <item>
      <title>Modeling of Adaptive Energy Absorbing Steering Columns for Dynamic Impact Simulations</title>
      <link>https://trid.trb.org/View/1433723</link>
      <description><![CDATA[The objective of this paper focused on the modeling of an adaptive energy absorbing steering column which is the first phase of a study to develop a modeling methodology for an advanced steering wheel and column assembly. Early steering column designs often consisted of a simple long steel rod connecting the steering wheel to the steering gear box. In frontal collisions, a single-piece design steering column would often be displaced toward the driver as a result of front-end crush. Over time, engineers recognized the need to reduce the chance that a steering column would be displaced toward the driver in a frontal crash. As a result, collapsible, detachable, and other energy absorbing steering columns emerged as safer steering column designs. The safety-enhanced construction of the steering columns, whether collapsible, detachable, or other types, absorb rather than transfer frontal impact energy. Recently, more advanced steering column designs with adaptive features, mechanically or pyrotechnically activated, have been introduced for different crash conditions, including different crash severity, occupant mass/size, seat position and seatbelt usage. These steering columns are able to absorb different impact load conditions ranging from high impact load for larger and/or unbelted crash dummies (95th-male and 50th male, respectively) in higher severity crash tests to low impact load for smaller (5th female dummy) and/or belted drivers in lower severity crash tests. With the steering column designs becoming more complex, the modeling of a steering column with advanced safety features also becomes more challenging.         To optimize prototype testing and enable faster development cycle time,, an attempt was made to model the steering assembly with advanced safety features. The modeling study was divided into two phases, with the first phase focusing on the modeling of an adaptive energy absorbing steering column as discussed in this paper. The modeling of an advanced steering assembly, with a safety-enhanced steering wheel and an adaptive energy absorbing steering column for frontal and side impact simulations, was developed in the second phase of the study and will be presented separately [1]. To provide information for modeling methodology development, component and sub-system tests were developed and conducted to understand the mechanical behaviors of different energy absorbing features as well as the performance of the adaptive mechanism in the steering column design. Different dynamic impact speeds, including quasi-static tests, were also included in DOE test matrices so that collapse speed sensitivity of the steering column components could be obtained. Finite element modeling methodology was developed and presented based on its correlations with the steering column component and sub-system tests.       ]]></description>
      <pubDate>Thu, 05 Jan 2017 16:23:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1433723</guid>
    </item>
    <item>
      <title>Finite Element Simulation of Knuckle and Strut Arm Column Assembly for Automotive Steering System</title>
      <link>https://trid.trb.org/View/1413432</link>
      <description><![CDATA[Steering knuckle is one of the important parts in the vehicle steering system. Under certain operating conditions, the knuckles reliability threatens the safety of people and vehicles directly. At emergency braking condition, mostly strut arm and steering arm have maximum deflection in steering knuckle when it is subjected to various load cases. In this work, finite element analysis of the spheroid graphite (SG) iron strut arm of steering knuckle with strut mount assembly was carried out to predict its deflection under static load. The analysis result was compared with that of the experimental results to put forward directions to optimize the shape and material selection.]]></description>
      <pubDate>Thu, 28 Jul 2016 10:45:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1413432</guid>
    </item>
    <item>
      <title>Driver Injury Risk Variability in Finite Element Reconstructions of Crash Injury Research and Engineering Network (CIREN) Frontal Motor Vehicle Crashes</title>
      <link>https://trid.trb.org/View/1371227</link>
      <description><![CDATA[A 3-phase real-world motor vehicle crash (MVC) reconstruction method was developed to analyze injury variability as a function of precrash occupant position for 2 full-frontal Crash Injury Research and Engineering Network (CIREN) cases. Phase I: A finite element (FE) simplified vehicle model (SVM) was developed and tuned to mimic the frontal crash characteristics of the CIREN case vehicle (Camry or Cobalt) using frontal New Car Assessment Program (NCAP) crash test data. Phase II: The Toyota HUman Model for Safety (THUMS) v4.01 was positioned in 120 precrash configurations per case within the SVM. Five occupant positioning variables were varied using a Latin hypercube design of experiments: seat track position, seat back angle, D-ring height, steering column angle, and steering column telescoping position. An additional baseline simulation was performed that aimed to match the precrash occupant position documented in CIREN for each case. Phase III: FE simulations were then performed using kinematic boundary conditions from each vehicle's event data recorder (EDR). HIC15, combined thoracic index (CTI), femur forces, and strain-based injury metrics in the lung and lumbar vertebrae were evaluated to predict injury. Tuning the SVM to specific vehicle models resulted in close matches between simulated and test injury metric data, allowing the tuned SVM to be used in each case reconstruction with EDR-derived boundary conditions. Simulations with the most rearward seats and reclined seat backs had the greatest HIC15, head injury risk, CTI, and chest injury risk. Calculated injury risks for the head, chest, and femur closely correlated to the CIREN occupant injury patterns. CTI in the Camry case yielded a 54% probability of Abbreviated Injury Scale (AIS) 2+ chest injury in the baseline case simulation and ranged from 34 to 88% (mean = 61%) risk in the least and most dangerous occupant positions. The greater than 50% probability was consistent with the case occupant's AIS 2 hemomediastinum. Stress-based metrics were used to predict injury to the lower leg of the Camry case occupant. The regional-level injury metrics evaluated for the Cobalt case occupant indicated a low risk of injury; however, strain-based injury metrics better predicted pulmonary contusion. Approximately 49% of the Cobalt occupant's left lung was contused, though the baseline simulation predicted 40.5% of the lung to be injured.  A method to compute injury metrics and risks as functions of precrash occupant position was developed and applied to 2 CIREN MVC FE reconstructions. The reconstruction process allows for quantification of the sensitivity and uncertainty of the injury risk predictions based on occupant position to further understand important factors that lead to more severe MVC injuries.]]></description>
      <pubDate>Thu, 29 Oct 2015 16:22:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1371227</guid>
    </item>
    <item>
      <title>Topology, Size and Shape Optimization of an Automotive Cross Car Beam</title>
      <link>https://trid.trb.org/View/1366381</link>
      <description><![CDATA[An automotive cross car beam supports instrument panels including the heating, ventilation and air-conditioning system, the knee airbags, the steering-column and steering-wheel system and the central console. Avoiding resonant frequencies and improving driving comfort are major performance requirements in the design of a cross car beam. Because of the nature of mass production in the automotive industry, the consideration of manufacturability is important, and the current practice in the industry does grant detailed information on the steering-column and steering-wheel system to the cross car beam designer. The objective of this paper is to perform a complete topology, size and shape optimization of a cross car beam by using a lightweight material, by considering two practical manufacturing processes (extrusion and casting) and by assuming a realistic situation where only limited information on the steering-column and steering-wheel system is available to the cross car beam designer. First, a simplified finite element model of the steering-column and steering-wheel system was developed, and it was calibrated using optimization such that the important behavior of the simplified finite element model agrees with that of the real steering-column and steering-wheel system. Topology optimization was performed to determine the optimal material distribution for the parts that connect the steering-column and steering-wheel system and the cross car beam. Then a geometry reinterpretation of the favorable topology result was performed to address the concerns from the viewpoints of the cost and the manufacturability. A sensitivity study was conducted subsequently to determine the size optimization design variables with significant effects on the frequency performance. Finally, size and shape optimization were performed together to optimize further the details of the cross car beam structure. The weight of the optimal aluminum design was reduced by nearly 40% compared with the steel design while the important performance requirements are met.]]></description>
      <pubDate>Wed, 30 Sep 2015 09:10:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1366381</guid>
    </item>
    <item>
      <title>Study on Steering Column Collapse Analysis Using Detailed FE Model</title>
      <link>https://trid.trb.org/View/1366446</link>
      <description><![CDATA[EASC (Energy Absorbing Steering Column) is a kind of steering column which minimizes the injury of the driver during a car accident by collapsing or breaking at a particular part of the system. Up to now, in steering column crash analysis, there was no way to describe these 'collapse' or 'slip' movements that were due to the axial and lateral forces from the driver. In this paper, the authors have created a new steering column using a detailed finite element (FE) model which can describe such collapse behavior.]]></description>
      <pubDate>Thu, 27 Aug 2015 11:23:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1366446</guid>
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