Browse Topic: Side impact crashes
With the current trend of including the evaluation of the risk of brain injuries in vehicle crashes due to rotational kinematics of the head, two injury criteria have been introduced since 2013 – BrIC and DAMAGE. BrIC was developed by NHTSA in 2013 and was suggested for inclusion in the US NCAP for frontal and side crashes. DAMAGE has been developed by UVa under the sponsorship of JAMA and JARI and has been accepted tentatively by the EuroNCAP. Although BrIC in US crash testing is known and reported, DAMAGE in tests of the US fleet is relatively unknown. The current paper will report on DAMAGE in NCAP-like tests and potential future frontal crash tests involving substantial rotation about the three axes of occupant heads. Distribution of DAMAGE of three-point belted occupants without airbags will also be discussed. Prediction of brain injury risks from the tests have been compared to the risks in the real world. Although DAMAGE correlates well with MPS in the human brain model across
This SAE Recommended Practice describes common definitions and operational elements of Event Data Recorders. The SAE J1698 series of documents consists of the following: SAE J1698-1 - Event Data Recorder - Output Data Definition: Provides common data output formats and definitions for a variety of data elements that may be useful for analyzing vehicle crash and crash-like events that meet specified trigger criteria. SAE J1698-2 - Event Data Recorder - Retrieval Tool Protocol: Utilizes existing industry standards to identify a common physical interface and define the protocols necessary to retrieve records stored by light duty vehicle Event Data Recorders (EDRs). SAE J1698-3 - Event Data Recorder - Compliance Assessment: Defines procedures that may be used to validate that relevant EDR output records conform with the reporting requirements specified in Part 563, Table 1 during the course of FMVSS-208, FMVSS-214, and other applicable vehicle level crash testing
This SAE Recommended Practice describes the dynamic and static testing procedures required to evaluate the integrity of the ambulance substructure, to support the safe mounting of an SAE J3027 compliant litter retention device or system, when exposed to a frontal, side or rear impact (i.e., a crash impact). Its purpose is to provide manufacturers, ambulance builders, and end-users with testing procedures and, where appropriate, acceptance criteria that to a great extent ensure the ambulance substructure meets the same performance criteria across the industry. Prospective manufacturers or vendors have the option of performing either dynamic testing or static testing. Descriptions of the test set-up, test instrumentation, photographic/video coverage, test fixture, and performance metrics are included
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
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
This SAE Recommended Practice describes the test procedures for conducting side impact occupant restraint and equipment mounting integrity tests for ambulance patient compartment applications. Its purpose is to describe crash pulse characteristics and establish recommended test procedures that will standardize restraint system and equipment mounting testing for ambulances. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included
The scope and purpose of this SAE Recommended Practice is to provide a classification system for deformation sustained by trucks involved in collisions on the highway. Application of the document is limited to medium trucks, heavy trucks, and articulated combinations.1 The Truck Deformation Classification (TDC) classifies collision contact deformation, as opposed to induced deformation, so that the deformation is segregated into rather narrow limits or categories. Studies of collision deformation can then be performed on one or many data banks with assurance that data under study are of essentially the same type.2 Many of the features of the SAE J224 MAR80 have been retained in this document, although the characters within specific columns vary. Each document must therefore be applied to the appropriate vehicle type. It is also important to note that the TDC does not identify specific vehicle configurations and body types. The TDC is an expression, useful to persons engaged in vehicle
This SAE Recommended Practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications. Automated driving systems (ADSs) perform the complete dynamic driving task (DDT) while engaged. In the absence of a human “driver,” the ADS itself could be the only witness of a collision event. As such, a definition of the ADS data recording is necessary in order to standardize information available to the accident reconstructionist. For this purpose, the data elements defined herein supplement the SAE J1698-1 defined EDR in order to facilitate the determination of the background and events leading up to a
The conceptual design of a full-body composite monocoque chassis has been presented at various student-level racing contests due to its high strength-to-weight ratio and torsional stiffness. However experimental studies to demonstrate the performance of the design are limited. This study aims to find the optimum configuration and number of stacked layers of carbon fiber sandwich panel using finite element analysis (FEA), as well as investigate the mechanical performance of the proposed sandwich configuration by experimentation in order to demonstrate the practical performance of a fully composite monocoque chassis made from the optimized configuration of the sandwich panel. A composite monocoque consisting of five stacked layers of [W45/UD0/W90/UD45/W0/core]symmetry was proposed, where W, UD, and the subscripts indicate woven and unidirectional (UD) carbon fibers and their orientation in the measurement unit of degrees. Three-point bending and perimeter shear tests were conducted on
The kinematic response of vehicle occupants involved in tractor-to-passenger vehicle sideswipes was examined through a series of 13 crash tests. Each test vehicle and its occupants were instrumented with accelerometer arrays to measure and quantify the impact severity at various inter-vehicular angles and impact velocities. The passenger vehicle was occupied by a volunteer test subject in the driver and right-front passenger positions. The impact angle was varied between 3° and 11° to produce a sideswipe collision between the front bumper, steered wheel, and side components of the tractor and the side panels of the struck vehicle. The passenger vehicles were struck at different locations along their longitudinal axis at impact velocities between 3 mph and 11.5 mph. Accelerations were measured at the lumbar, cervicothoracic, and head regions of the driver and right-front passenger of the struck vehicle and the tractor driver. Approval from an Institutional Review Board (IRB) was
The body strength, stiffness and crashworthiness are the key aspects for the mass reduction of the commercial bus body frame. Heavy computation cost is one of the critical problems by the finite element (FE) method to accomplish a high-efficient multi-objective optimizing design. Starting from this point, in this paper, the surrogate model method is adopted to optimize the electric bus frame to reduce the mass as possible while guaranteeing the side-impact strength. The optimizing objective comprises the total mass and side-impact intrusion while the performances of static strength and stiffness in bending and torsion conditions are chosen as the constraints in optimization. First, an FE model is developed to perform the static strength analysis, modal analysis and side-impact strength analysis. Nine groups of candidate variables are determined as the optimizing design variables by sensitivity analysis. Then surrogate models have been formulated based on the methods of least squares
Impacts between passenger vehicles and heavy vehicles are uniquely severe due to the aggressivity of the heavy vehicles; this is a function of the difference in their geometry and mass. Side crashes with heavy vehicles are a particularly severe crash type due to the mismatch in bumper/structure height that often results in underride and extensive intrusion of the passenger compartment. Underride occurs when a portion of one vehicle, usually the smaller vehicle, moves under another, rendering many of the passenger vehicle safety systems ineffective. Heavy vehicles in the US, including single-unit trucks, truck tractors, semi-trailers, and full trailers, are currently not required to have side underride protection devices. The NTSB, among other groups, has recommended that side underride performance standards be developed and that heavy vehicles be equipped with side underride protection systems that meet those standards. The work presented used virtual testing to evaluate the relative
Side impacts are disproportionately injurious for children compared to other crash directions. Far side impacts allow for substantial translation and rotation of child restraint systems (CRS) because the CRS does not typically interact with any adjacent structures. The goal of this study is to determine whether minor installation incompatibilities between CRS and vehicle seats cause safety issues in far side crashes. Four non-ideal CRS installation conditions were compared against control conditions having good fit. Two repetitions of each condition were run. The conditions tested were: 1) rear-facing (RF) CRS installed with a pool noodle to create proper recline angle, 2) RF CRS with narrow base, 3) forward-facing (FF) CRS with gap behind back near seat bight (i.e., vehicle seat angle too acute for CRS), 4) FF CRS with gap behind back near top of CRS (i.e., vehicle seat angle too obtuse for CRS). Second row captain’s chairs were set up at 10° anterior of lateral. A sled pulse target
Automotive Event Data Recorders (EDRs) are often utilized to determine or validate the severity of vehicle collisions. Several studies have been conducted to determine the accuracy of the longitudinal change in velocity (ΔV) reported by vehicle EDRs. However, little has been published regarding the measurement of EDRs that are capable of reporting lateral ΔVs in low-speed collisions. In this study, two 2007 Toyota Camrys with 04EDR ECU Generation modules (GEN2) were each subjected to several vehicle-to-vehicle lateral impacts. The impact angles ranged from approximately 45 to 135 degrees and the stationary target vehicles were impacted at the frontal, central, and rear aspects of both the driver and passenger sides. The impact locations on the bullet vehicles were the front and rear bumpers and the impact speeds ranged from approximately 7.9 to 16.1 km/h. Instrumentation was mounted at the approximate center of gravity (CG) of the target vehicles, as well as on the front reinforcement
The main objective of the present study was to examine trends in occupant kinematics during side impact testing in vehicle models over the past decade. Head, shoulder, torso, spine, and pelvis kinematic responses were analyzed for “near-side” driver and passenger test dummies in “moderate-to-high” speed side impacts for vehicle model years, MY2010-2020. The Insurance Institute for Highway Safety (IIHS) side impact crash data was examined (N = 126). The test procedure involved a 50.0 km/h (31.1 mph) moving deformable barrier (MDB) impacting the sides of stationary vehicles. Instrumented 5th-percentile female SIDIIs dummies were positioned in the driver and left rear passenger seats. Occupant kinematic data, including head accelerations, Head Injury Criterion (HIC15), shoulder lateral deflections, torso deflections at thorax and abdominal ribs, spine accelerations at T1, T4, and T12, and pelvis accelerations were evaluated and compared to Injury Assessment Reference Values (IARVs). The
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