Vehicle Standards and Engineering Research
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Accidental Injuries Caused by Automotive Frontal Collision
ORIGINAL ARTICLE Accidental Injuries Caused by Automotive Frontal Collision Karen Viviana Pérez Lujána , Rita de Cassia Silvaa , Alessandro Borges de Souza Oliveiraa , Diego Antonio Legarda Cordobab , Palloma Vieira Muterllea , José Alexander Araújoa , Jorge Luiz de Almeida Ferreiraa , Cosme Roberto Moreira da Silvaa* a Universidade de Brasília, Departamento de Engenharia Mecânica, Brasília, Brasil. E-mails: [email protected], [email protected], [email protected], [email protected], [email protected], [email protected], [email protected] b Corporación Universitaria Unicomfacauca, Popayán, Cauca, Colômbia. E-mail: [email protected] *Corresponding author https://doi.org/10.1590/1679-78256256 ABSTRACT This study aimed to use a simulated vehicle to asses quantitatively the head and neck injuries of the occupants, in a frontal car crash, when the driver has only one hand on the steering wheel, such as while using a cell phone when driving. First, we conducted a survey of NHTSA reports on real laboratory tests of frontal collisions involving sedans. The effects of these collisions on the neck of a Hybrid III 50th percentile male crash test dummy were measured in terms of average head acceleration and force along the X, Z, and Y-axes. These acceleration, force and torque values obtained from the NHTSA database were used to validate the simulated model. The results obtained were compared with case E, the standard dummy position used in frontal collision tests. The results obtained in the simulation of the four cases of driving with only one hand demonstrate a probability of more than 67% that the driver will sustain AIS+2 injuries during a frontal crash. -
Occupant Dynamics in Rollover Crashes: Influence of Roof
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Springer - Publisher Connector Annals of Biomedical Engineering, Vol. 35, No. 11, November 2007 (Ó 2007) pp. 1973–1988 DOI: 10.1007/s10439-007-9355-1 Occupant Dynamics in Rollover Crashes: Influence of Roof Deformation and Seat Belt Performance on Probable Spinal Column Injury 1 2 3 4 MARTHA W. BIDEZ, JOHN E. COCHRAN JR., DOTTIE KING, and DONALD S. BURKE III 1Department of Biomedical Engineering, University of Alabama at Birmingham, 2100 3rd Avenue North, Suite 410, Birmingham, AL 35203, USA; 2Department of Aerospace Engineering, Auburn University, Auburn, AL, USA; 3The King Consulting Group, Inc., Birmingham, AL, USA; and 4Bidez & Associates, Birmingham, AL, USA (Received 20 November 2006; accepted 6 July 2007; published online 20 July 2007) Abstract—Motor vehicle crashes are the leading cause of INTRODUCTION death in the United States for people ages 3–33, and rollover crashes have a higher fatality rate than any other crash mode. Motor vehicle crashes are the leading cause of death At the request and under the sponsorship of Ford Motor in the United States for persons of every age from 3 Company, Autoliv conducted a series of dynamic rollover through 33.18 Rollover crashes, in particular, have a tests on Ford Explorer sport utility vehicles (SUV) during 1998 and 1999. Data from those tests were made available to higher fatality rate than any other crash mode. Of the the public and were analyzed in this study to investigate the 6,159,287 police reported crashes in 2005 in the United magnitude of and the temporal relationship between roof States, only 4.1% involved a rollover. -
Issues in Autonomous Vehicle Testing and Deployment
Issues in Autonomous Vehicle Testing and Deployment Updated April 23, 2021 Congressional Research Service https://crsreports.congress.gov R45985 SUMMARY R45985 Issues in Autonomous Vehicle Testing and April 23, 2021 Deployment Bill Canis Autonomous vehicles have the potential to bring major improvements in highway safety. Motor Specialist in Industrial vehicle crashes caused an estimated 36,096 fatalities in 2019; a study by the National Highway Organization and Business Traffic Safety Administration (NHTSA) has shown that 94% of crashes involve human error. For this and other reasons, federal oversight of the testing and deployment of autonomous vehicles has been of considerable interest to Congress. In the 115th Congress, autonomous vehicle legislation passed the House as H.R. 3388, the SELF DRIVE Act, and a separate bill, S. 1885, the AV START Act, was reported from a Senate committee. Neither bill was enacted. Comprehensive legislation concerning autonomous vehicles was not introduced in the 116th Congress, but the America’s Transportation Infrastructure Act of 2019, S. 2302, which was reported by the Senate Environment and Public Works Committee, would have encouraged research and development of infrastructure that could accommodate new technologies such as autonomous vehicles. Comprehensive legislation has not been introduced in the 117th Congress as of the date of this report. In recent years, private and government testing of autonomous vehicles has increased significantly, although it is likely that widespread use of fully autonomous vehicles—with no driver attention needed—lies many years in the future. The pace of autonomous vehicle commercialization was slowed after to the 2018 death in Arizona of a pedestrian struck by an autonomous vehicle, which highlighted the challenges of duplicating human decisionmaking by artificial intelligence. -
Increasing Seat Belt Use Among 8- to 15-Year-Olds Volume II Appendices This Publication Is Distributed by the U.S
Increasing Seat Belt Use Among 8- to 15-Year-Olds Volume II Appendices This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author(s) and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its content or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT HS 810 966 4. Title and Subtitle 5. Report Date May 2008 Increasing Seat Belt Use Among 8- to 15-Year-Olds: 6. Performing Organization Code Volume II: Appendices 7. Authors 8. Performing Organization Report No. Michelle Kuhn and Jed Lam 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Aeffect, Inc. 520 Lake Cook Road, Suite 100 11. Contract or Grant No. Deerfield, IL 60015 DTNH22-03-C-05121 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Office of Behavioral Safety Research Summary Research Report National Highway Traffic Safety Administration September, 2003-December, 2006 1200 New Jersey Avenue SE. 14. Sponsoring Agency Code Washington, DC 20590 15. Supplementary Notes 16. Abstract The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15- year-olds, and to recommend interventions and strategic approaches to increase usage among this age group. -
The Thor-Advanced Frontal Crash Test Dummy
THOR ADVANCED TEST DUMMY - BIOFIDELITY AND INJURY ASSESSMENT D. Beach R. White, Jr. T. Shams N. Rangarajan GESAC Inc., Boonsboro, MD M. Haffner National Highway Traffic Safety Administration (NHTSA), D.O.T., Washington, DC ABSTRACT This paper will discuss the advances in biofidelity and injury assessment provided by the THOR Frontal Crash Test Dummy, particularly in regard to use by the aircraft safety industry. Following a brief background on the THOR development project, injury data from the Kegworth crash in 1989 will be presented to exemplify the specific types and severity of injuries which may occur in a commercial airline crash. Based on this injury data, five specific regions of the dummy (face, neck, lower abdomen, pelvis - femur, and lower extremities) will be discussed in detail. The biomechanical background, mechanical design and instrumentation will be discussed for each region of the dummy. Additionally, a series of THOR impact test data will be presented to show the biofidelic response of the lower abdomen and femur - pelvis - knee assemblies to impact forces. INTRODUCTION For several years the National Highway Traffic Safety Administration (NHTSA) has actively supported the development of an advanced frontal crash test dummy that incorporates improved biofidelic features and significantly expanded instrumentation. This development program, undertaken by GESAC Inc approximately four years ago, has resulted in the design and development of a test device for whole-body trauma assessment in a variety of occupant restraint environments. Figure #1 shows a picture of the new advanced frontal crash test dummy which has been named THOR (Test Device for Human Occupant Restraint). -
AUSTRALIA Robert Hogan General Manager, Vehicle Safety Standards
GOVERNMENT STATUS REPORT – was 3.3 per cent. Hospital admissions data also AUSTRALIA point to little, if any, national improvement in the number of people who were seriously injured in road crashes. Robert Hogan General Manager, Vehicle Safety Standards National Road Safety Strategy 2001–2010 Department of Infrastructure and Transport In November 2000, Australia’s transport Ministers AUSTRALIA endorsed the National Road Safety Strategy 2001– 2010. The strategy provided a framework for prioritising the road safety activities of federal, STATUS OF SAFETY PROBLEMS AND state, territory and local governments, as well as TRENDS other organisations that could influence road safety outcomes. Its target was to reduce the annual road General progress fatality rate by at least 40 per cent over the 10-year Australia has achieved substantial reductions in period to the end of 2010: from 9.3 deaths to no road crash fatalities over the last 30 years, despite a more than 5.6 deaths per 100,000 population. 50 per cent growth in population and a two-fold increase in registered motor vehicles. Between Despite significant gains over the decade, the 40 1980 and 2010, the nation's annual road fatality rate per cent reduction target was not reached (see declined from 22.3 to 6.1 deaths per 100,000 Figure 2). By the end of 2010 an actual reduction people. of 34 per cent had been achieved and the fatality rate stood at 6.1 deaths per 100,000 population – The chart below shows the progressive reduction in some way short of the 5.6 target. -
Issues in Autonomous Vehicle Deployment Name Redacted Specialist in Industrial Organization and Business
Issues in Autonomous Vehicle Deployment name redacted Specialist in Industrial Organization and Business Updated May 17, 2018 Congressional Research Service 7-.... www.crs.gov R44940 Issues in Autonomous Vehicle Deployment Summary Legislation recently passed by the House of Representatives—H.R. 3388—and pending in the Senate—S. 1885—would provide new regulatory tools to the National Highway Traffic Safety Administration (NHTSA) to oversee autonomous vehicles. Autonomous vehicles are seen as a way to reduce motor vehicle crashes; for example, there were 37,461 deaths from motor vehicle crashes in 2016 and nearly all of them were caused by driver error. However, despite unanimous approval in House and Senate committees and on the House floor, the legislation has proven controversial in the wake of several high-profile accidents involving autonomous vehicles being tested on public roads. At present, no fully autonomous vehicles are available for public use. Many new vehicles have automated some driver functions, but all require a human to monitor the driving environment and control the vehicle. However, rapid advances in technology have made it likely that vehicles with high levels of automation will be on the market within a few years, raising questions about the adequacy of existing methods of safety oversight. The federal government and the states share motor vehicle regulation, with the federal government responsible for vehicle safety and states for driver-related aspects such as licensing and registration. While NHTSA has the statutory authority to regulate all types of motor vehicles, its traditional standard-setting process would take many years at a time when vehicle innovation is changing rapidly; standards envisioned now could be obsolete by the time they took effect. -
Development of Crash Test Dummies Related
EVALUATION OF THE HYBRID III 5TH from certification, OOP and sled testing. The data FEMALE MODIFIED CHEST JACKET & was analyzed using standard hypothesis test methods SPINE BOX (student t-test) to accept or refute the hypothesis that the jackets are effectively the same. The test matrix Joseph D. McFadden was limited in sample size for both the OOP and sled National Highway Traffic Safety Administration tests. The use of a mandrel to assure that the jackets (NHTSA) are dimensionally correct is a novel approach for Unites States improving quality. James L. Stricklin Transportation Research Center, Inc. (TRC) INTRODUCTION Paper Number 11-0334 th The HIII 5 percentile female is regulated by the Code of Federal Regulations (CFR), Title 49, Part ABSTRACT 572 Subpart O. The Agency owns over 20 dummies mostly of the FTSS brand. There are noticeable The SAE has coordinated development of a new differences in the location and shape of the breast of chest jacket and spine box for the Hybrid III (HIII) the chest flesh assembly between the FTSS and Fifth Percentile Female Crash Test Dummy. The Denton brands that have been resolved by the new proposed modifications intend to correct dimensional jackets. Since 2006 NHTSA has been providing both inconsistencies in the chest jacket drawings, make the brands of dummies to its contracted test sites so that jackets in accordance with the new drawings and NHTSA’s Federal Motor Vehicle Safety Standard eliminate a potential source of mechanical noise in (FMVSS) No. 208 tests, especially the low risk the data. NHTSA procured two new chest jackets, deployment tests can be conducted with the same one from each supplier for evaluation. -
CHOP PCPS IR Report 03
The State of Child Occupant Protection Interim Report 2003 Monitoring Trends In its fifth year of data collection, the Partners for Child Passenger Safety (PCPS) research team works simultaneously in each phase of the research-to-action-cycle with a continued focus on saving children from injury and death in motor vehicle crashes. The team has gone beyond identification and in-depth study of crashes involving children to develop- ment and implementation of interventions. Monitoring trends over time is a vital next step to evaluate the success of these efforts. The field of child occupant protection has experienced a recent infusion of new technology, laws and targeted educational campaigns fueled, in part, by PCPS research findings. Further, there are approximately 4 million births in the United States each year. Each day, new parents learn about child passenger safety (CPS) issues for the first time. 1 Surveillance PCPS’ continued surveillance of children in automobile 6 2 crashes serves as a unique national resource that helps Impact Identify Issues set the agenda for improving the protection of chil- Research-to-Action INSIDE Cycle dren. Real-world current data provide a snapshot of Trends 2 how our nation’s children fare in motor vehicle crash- Research Findings 2002-2003 4 es, and in-depth engineering studies by the research 5 3 Intervention 6 team identify how their protection can be Intervention In-depth Study improved. Impact 7 4 Recognizing the importance of continued monitoring, Publish Research Research Review 8 State Farm Insurance Companies® and The Children’s Hospital of Philadelphia have renewed their commitment to child passenger safety by extending PCPS to at least 2005. -
Assessment of a Pre-Crash Seatbelt Technology in Frontal Impacts by Using a New Crash Test Sled System with Controllable Pre-Impact Braking
ASSESSMENT OF A PRE-CRASH SEATBELT TECHNOLOGY IN FRONTAL IMPACTS BY USING A NEW CRASH TEST SLED SYSTEM WITH CONTROLLABLE PRE-IMPACT BRAKING Daisuke Ito Susumu Ejima Yoshihiro Sukegawa Jacobo Antona Hisao Ito Japan Automobile Research Institute Japan Fumihito Komeno Tokai Rika Co., Ltd Japan Paper Number 13-0274 ABSTRACT were measured. In this research, a new pre-crash sled system with the The objective of this study is to develop a new method potential to evaluate pre-crash safety restraint systems and tools required for the evaluation of the potential was developed. Crash tests with dummies were benefits of pre-impact safety restraint systems. conducted in order to examine the effectiveness of a PSB. By controlling the posture change during an A pre-crash sled system that can reproduce controlled emergency braking, the reduction of neck and chest pre-impact braking in combination with a variety of injury risk in front impacts was achieved. This crash pulses was built. The sled can be customized confirms the potential of a PSB to enhance occupant from existing vehicles to examine a variety of restraint protection. systems. In addition, a previously validated 50th percentile male Hybrid III dummy with a modified INTRODUCTION lumbar was employed to reconstruct realistic driver’s posture changes at the pre-impact braking phase. Occupant safety in crashes has commonly been discussed by means of experiments or simulations with In order to evaluate the potential benefits of a 50th percentile male crash test dummies and human pre-crash seatbelt (PSB), the modified dummy was computer models in normal sitting posture. -
Harrington-Sierra-Sam-Crash-Test
‘Sierra Sam’ – The Antediluvian Crash Test Dummy [Type the document subtitle] Approximately 1.2 million people are killed on the world’s roads every year. Much of this appalling loss of life can be attributed to motor vehicles and their errant drivers. Since 1949 when the first crash test dummy - ‘Sierra Sam’ - was ‘invented’, motor vehicles have become safer to drive as car manufacturers include more safety features in their vehicles. With the advent of Euro NCAP in 1997, and in conjunction with car manufacturers, safety features have improved significantly for occupants both inside and for those outside the vehicle. Features such as seatbelts, airbags and other safety developments are estimated to have saved nearly 329,000 lives in the US, whilst it is estimated that more than 15,000 lives have been saved on UK roads since safety tests were first launched. With the advent of autonomous cars, it remains to be seen whether road safety will improve further and the number KSIs that occur annually as a result of vehicle collisions will be reduced dramatically. This article focuses on the role of crash test dummies in preventing KSI’s in vehicle collisions. Tom Harrington LL B F Inst. MTD 4/2/2018 ‘Sierra Sam’ – The Antediluvian Crash Test Dummy Tom Harrington LL B F Inst. MTD (April 2018) “Merriam-Webster 1 defines a crash test dummy simply as: “A life-size model of a person used on tests to see what happens to people when a car gets into an accident”. However, Humanities, 2 a global leader in crash test dummy innovation, more specifically defines a crash dummy as: “A calibrated test instrument used to measure human injury potential in collisions. -
DEVELOPMENT and EVALUATION of the ES-2 SIDE IMPACT DUMMY Michiel Van Ratingen, on Behalf of EEVC WG12 European Enhanced Vehicle-Safety Committee, Europe Paper # 336
DEVELOPMENT AND EVALUATION OF THE ES-2 SIDE IMPACT DUMMY Michiel van Ratingen, on behalf of EEVC WG12 European Enhanced Vehicle-safety Committee, Europe Paper # 336 ABSTRACT different side impact dummies. There is a risk that similar tests with the two different dummies do not The issue of the European Directive 96/27/EC: indicate a common result in terms of improving “Protection of Occupants of Motor Vehicles in the vehicle safety and thus trauma induced injury. Such Event of a Side Impact” in 1998 marked an important diversity causes automotive industry serious concern, step in improving vehicle safety in Europe, but also especially if they sell the same vehicle in different confronted car and restraint manufacturers with the markets. difficulties of having to comply with different ISO has initiated the development of the new side standards in the world. Subsequently, harmonisation impact dummy WorldSID to replace the existing of the side impact test procedures and test devices has dummies such that there will be a more advanced become a key objective for industry and governments world single harmonized side impact test dummy. world-wide. The EEVC WG12 on Adult Crash The realistic time frame for development and Dummies has contributed to this objective by evaluation may be up to 10 years before this dummy assessing the design of the existing European side can go into a legislative test procedure. Starting from impact dummy EUROSID-1. Updates to the design an existing regulated dummy, interim harmonization are proposed to make it acceptable for application in could be reached much quicker.