Raul Arbelaez. Helen A. Kaleto. Ben Fischer MGA PRESENTERS. David Aylor IIHS PANELISTS

Transcription

1 April 22, 2010

2 Raul Arbelaez Helen A. Kaleto Ben Fischer MGA PRESENTERS David Aylor IIHS PANELISTS

3 MGA Research Corporation Troy, Michigan Independent test services Began in New York, 1977 ISO/IEC 17025:2005 Accredited Specialize in Safety Regulations (FMVSS, ECE, SAE, ASTM, MIL_STD, etc.), Vibration, Noise, Life Cycle, Environmental, Equipment, etc. Industries served include: Automotive, Military, Aerospace, Rail, Battery, Mobility, Other Transportation, etc. Burlington, Wisconsin Greer, South Carolina Akron, New York Manassas, Virginia

4 Insurance Institute for Highway Safety Nonprofit research and communications organization funded by auto insurers. Research focuses on countermeasures aimed at all three factors in motor vehicle crashes (human, vehicular, and environmental) and on interventions that can occur before, during, and after crashes to reduce losses. In 1992 the Vehicle Research Center (VRC) was opened. Photos courtesy of

5 WEBINAR OVERVIEW Introduction to Top Safety Pick (TSP) TSP Test Series Test #1 Frontal Offset Crash Test #2 Side Impact Crash Test #3 Roof Strength Test #4 Whiplash Protection TSP Rating System Question and Answer

6 Top Safety Pick Program Introduction to TSP To determine crashworthiness how well a vehicle protects its occupants in a crash the Institute rates vehicles good, acceptable, marginal, or poor based on performance in highspeed front and side crash tests, a roof strength test, plus evaluations of seat/head restraints for protection against neck injuries in rear impacts. To earn TOP SAFETY PICK for 2010 a vehicle must have good ratings in all four Institute tests. In addition, the winning vehicles must offer electronic stability control (ESC).

7 Top Safety Pick Program Started in 2006 IIHS chooses the vehicles to test Vehicle manufacturers may request to add their vehicle to be tested if not originally chosen by IIHS Ratings are based on the class of vehicle Over 31 models named a TSP for 2010 Test Protocols IIHS test procedures for the TSP tests are available for download at Introduction to TSP

8 Test #1 Frontal Offset Crash

9 Frontal Offset Crash Impact Speed 64 km/h (40 mph) Photos courtesy of Test vehicle impacts deformable barrier at 0 o 40% overlap between barrier and test vehicle 50 th percentile male ATD placed in driver seating position (belted) Test mode simulates offset frontal collision with equal weight vehicle traveling at identical speed

10 Frontal Offset Crash Injury Criteria 28 injury measures are grouped into four categories Head and Neck Chest Left Leg and Foot Right Leg and Foot Each category receives a rating based on the injury measures recorded in that body region The overall rating is also based on the structure rating and restraints/kinematics ratings Good, Acceptable, Marginal, Poor Photo courtesy of

11 Head and Neck Injury Measures Head and Neck HIC 15 Axial Neck Tension (kn) Axial Neck Compression (kn) N ij Injury Measure ratings are determined from the measured values using the chart Resultant head acceleration of >70g caused by contact with a hard surface can result in lowering the head injury rating one level Head and Neck rating is the lowest rating of any of the four Injury Measure ratings HIC 15 N ij Axial Neck Tension Axial Neck Compression Good < 560 < 0.8 < 2.6 < 3.2 Acceptable Marginal Poor > 840 > 1.2 > 4.0 > 4.8

12 Head and Neck Mertz Force Duration Corridors Head / Neck rating will be downgraded from Good to Acceptable if Axial Neck Tension forces fall outside of the force duration corridors

13 Head and Neck Mertz Force Duration Corridors Head / Neck rating will be downgraded from Good to Acceptable if Axial Neck Compression forces fall outside of the force duration corridors

14 Head and Neck Mertz Force Duration Corridors Head / Neck rating will be downgraded from Good to Acceptable if X-Direction Shear forces fall outside of the force duration corridors

15 Chest Injury Measures Sternum Deflection (mm) Sternum Deflection Rate (m/s) Viscous Criterion (m/s) Thoracic Spine Acceleration (3ms clip, g) Chest Injury Measure ratings are determined from the measured values using the chart Chest rating is the lowest rating of any of the four Injury Measure ratings Sternum Deflection Sternum Deflection Rate Viscous Criterion Thoracic Spine Acceleration Good < 50 < 6.6 < 0.8 < 60 Acceptable Marginal Poor > 75 > 9.8 > 1.2 > 90

16 Legs and Feet Injury Measures Femur Axial Compressive Force (kn) Tibia-Knee Displacement (mm) Upper and Lower Tibia Indices Distal Tibia Axial Force (kn) Foot Acceleration (g) Legs and Feet Injury Measure ratings are determined from the measured values using the chart Legs and Feet rating is the lowest rating of any of the five Injury Measure ratings Femur Axial Force Tibia-Knee Displacement Upper and Lower Tibia Indices Distal Tibia Axial Force Foot Acceleration Good < 7.3 < 12 < 0.8 < 4.0 < 150 Acceptable Marginal Poor > 10.9 > 18 > 1.2 > 8.0 > 260

17 Legs and Feet Mertz Force Duration Corridors Leg and Foot rating will be downgraded based on the Axial Femur Force curve s relationship to the force duration corridors shown

18 Test #2 Side Impact Crash

19 Side Impact Crash Impact Speed 50 km/h (31 mph) Photo courtesy of Moving deformable barrier impacts test vehicle at 90 o 5 th percentile female ATDs placed in driver and left rear seating positions (belted) Test mode simulates intersection collision between the test vehicle and taller passenger vehicle (SUV)

20 Side Impact Crash Injury Criteria 37 injury measures are grouped into three categories Head and Neck Torso Pelvis and Left Leg Each category receives a rating based on the injury measures recorded in that body region The overall rating also includes head protection ratings (driver and passenger) and structure rating (based on B-pillar intrusion) Good, Acceptable, Marginal, Poor Photo courtesy of

21 Head and Neck Injury Measures Head and Neck HIC 15 Axial Neck Tension (kn) Axial Neck Compression (kn) Injury Measure ratings are determined from the measured values using the chart Head and Neck rating is the lowest rating of any of the three Injury Measure ratings HIC 15 Axial Neck Tension Axial Neck Compression Good < 623 < 2.1 < 2.5 Acceptable Marginal Poor > > > 3.5

22 Torso Injury Measures Rib Deflection (mm) Rib Deflection Rate (m/s) Viscous Criterion (m/s) Injury Measure ratings are determined from the measured values using the chart Shoulder deflection of over 60mm or bottoming out of the shoulder will result in lowering the Torso Injury rating one level Maximum Rib Deflection of 51-55mm will result in a marginal deflection-based rating for the torso / Maximum Rib Deflection greater than 55mm will result in a poor deflection-based rating Average Rib Deflection will not be used if Maximum Rib Deflection is over 50mm Torso rating is the lowest rating of any of the three Injury Measure ratings Torso Average Rib Deflection Rib Deflection Rate Viscous Criterion Good < 34 < 8.2 < 1.0 Acceptable Marginal Poor > > > 1.4

23 Pelvis and Left Femur Injury Measures Acetabulum Force (kn) Ilium Force (kn) Combined Acetabulum and Ilium Force (kn) Femur A-P Force (3ms clip, kn) Femur L-M Force (3ms clip, kn) Femur A-P Bending Moment (3ms clip, Nm) Femur L-M Bending Moment (3ms clip, Nm) Pelvis and Left Femur Injury Measure ratings are determined from the measured values using the chart Pelvis and Left Femur rating is the lowest rating of any of the seven Injury Measure ratings Acetabulum and Ilium Forces Combined Acetabulum and Ilium Force Femur Forces Femur Bending Moments Good < 4.0 < 5.1 < 2.8 < 254 Acceptable Marginal Poor > 5.6 > 7.1 > 3.9 > 356

24 Test #3 Roof Strength

25 Insurance Institute for Highway Safety (IIHS) announced new roof crush safety pick rating in Feb No previous roof crush rating system Crashworthiness Evaluation Roof Strength Test Protocol released November 2009 Rating scale requires a load of 4 times the Unloaded Vehicle Weight (UVW) IIHS estimates that this rating will reduce the risk of injuries by 50% compared to the current FMVSS 216 standard (1.5 times) IIHS Roof Strength Overview

26 Safety ratings are based on the vehicle s UVW and maximum force measured before five inches of travel Good: 4.0 times UVW Acceptable: 3.25 to < 4.0 Marginal: 2.5 to < 3.25 Poor: < 2.5 Separate ratings are assigned to vehicles with different trim levels that are 10% heavier curb weight than the original test vehicle. IIHS Safety Rating Scale Photo courtesy of

27 IIHS Vehicle Selection Trim Level: The most typical is selected Defined by listing features in a prioritized list Body Type: The most popular version is selected according to Highway Loss Data Institute

28 IIHS Roof Crush Setup: Pre-Test Measurements Vehicle weight and attitude is measured prior to test setup: Full tank of gas Vehicle is weighed as is (no instrumentation added or removed) Measure angle at sill and mark location Note: Load requirements are based on measured weight of vehicle and not the manufacturer's specified weight

29 IIHS Roof Crush Setup: Pre-Test Measurements (cont.) Measured Weight: Measured Attitude:

30 IIHS Roof Crush Setup: Vehicle Tie-Down I-beam structure is clamped to pinch weld flange rather than securing with epoxy. When vehicle is set on tie-down fixture, the sill angle is adjusted to match the original sill measurement and adjusted to assume a platen pitch angle of 5

31 IIHS Roof Crush Setup: Vehicle Tie-Down (cont.) LOAD PLATEN Actual Angle = -4.8 Required Angle = -5.0 Actual Angle = -1.4 VEHICLE SILL Adjusted Angle = -1.2 Example: Platen angle is 0.2 from the required angle of 5 ; 0.2 is then subtracted from the measured sill angle for the test

32 IIHS Roof Crush Setup: Vehicle Tie-Down (cont.) Platen angles and orientation to the vehicle are set according to the procedure: 15 inches 10 inches

33 IIHS Roof Crush Test Maximum platen displacement is 10 inches Front occupant seat of side being tested is reclined to avoid interference with load First 5 inches are used for rating scale Remaining 5 inches are used for research purposes Load rate is 0.2 inches/sec One side of roof is tested Either side can be tested

34 IIHS Roof Crush: Test Data and Results Force vs. Displacement Peak load used for IIHS rating Force (lbs) inches Displacement (inches)

35 Test #4 Whiplash Protection

36 RCAR/IIWPG Seat/Head Restraint Evaluation Protocol v3 Static Head Restraint Geometric Rating determined using the Oscar/HRMD BioRid IIg is positioned in the seat using a 2 nd H-point measurement with the seat in mid. The seat is positioned at mid track and mid height with the seat back at 25 torso angle. The head restraint is placed at the geometric mid vertical and horizontal positions if locking. Conduct a dynamic sled test using a half-sine pulse ( g s, msec, km/h).

37 RCAR/IIWPG Seat/Head Restraint Evaluation Protocol v3 Test Criteria: 1. Seat Design Parameters 1. Time to head restraint contact (HCT< 70 msec) 2. T1 x-acceleration (average) < 9.5 g 2. Test Dummy Response Parameters 1. Neck shear force (F x ) 2. Neck tension force (F z ) 3. Dynamic Test Rating determined 4. Dynamic Rating combined with Static Rating gives the final Overall Rating

38 Seat Positioning Determine the proper floor height (z) per the vehicle. *Note: The x location is determined during the dummy positioning.

39 Begin the seat positioning with all seat adjustments in their most rearward or lowest position. Then perform the following steps: Measure the seat cushion angle. Set the tracks to mid. Set the seat height to mid. Set the cushion height to mid. Set the upper seat back to mid. Determine the head restraint test position. * All other adjustments remain in the initial position. Seat Positioning Photo courtesy of

40 Seat Positioning Determine the head restraint test position using the latest technical protocol (March 2008).

41 Seat Positioning Follow the installation procedure for the SAE J826 Oscar manikin and HRMD as described in the document A Procedure for Evaluating Motor Vehicle Head Restraints (RCAR, 2008).

42 Seat Positioning Verify if the torso angle is 25 ± 1. If the torso angle does not fall within the range, the H-point machine must be removed, the seat back angle adjusted to achieve 25, and the procedure must be repeated. If the torso angle falls within range, measure and record the torso angle and seat back angle. Mark the recliner at this position as a visual reference of the seat back position if it should move.

43 Seat Positioning Measure and document the H-point from both sides of the H-point machine. The target H-Point for the BioRid IIg in test position is the average of the x coordinates of the H-point machine + 20 mm forward and the average of the z coordinates.

44 Seat Positioning Measure and record the backset. Mark the rods as a visual reference in case the head restraint is moved out of position. Remove the Oscar and HRMD once this step is complete. Backset

45 BioRid IIg Dummy Positioning Place, centered in the seat, a BioRid IIg 50 th percentile male ATD. Instrumentation includes T1 (left and right) vertebra X accelerometers, upper neck load cell, and a contact on the back of the head. Note a skull cap load cell is also being used at IIHS internally. It is common to use additional data sensors for this testing including Head XYZ acceleration, Lower Neck Fx, Fz, My, C4 Axz, T8 Axz, L1 Axz, and Pelvis XYZ acceleration. 1. Position the H-point to 20 mm ±10 forward in X and the same in Z ±10 while maintaining the pelvis angle at 26.5 ± Position the knees and ankles at 200±10 mm apart. 3. Position the ATD feet so that the toes rest between mm from the intersection of the foot plate and toe board. 4. Lastly, level the ATD head.

46 Dummy Positioning Measure and record the backset of the BioRid IIg. Assure it is 15 mm forward of the pre-test measured backset within ±10 mm. Photo courtesy of

47 Dynamic Sled Test

48 Dynamic Sled Test Seat Design Parameters Time to head restraint contact < 70 msec This limit reflects head restraint contact times achieved by seats with active head restraint designs and acceptable or better static geometry. Time to head restraint contact is the time after the beginning of the sled test (T = 0) that the dummy s head contacts the head restraint and maintains that contact for at least 40 ms. Contact is indicated by an electrical contact switch attached to either the dummy s head or the head restraint. T1 acceleration < 9.5 g This limit is based on the maximum T1 accelerations recorded in tests of Volvo Whiplash Injury Prevention System (WHIPS) seats, which include energy-absorbing/force-limiting seatback hinges. Maximum T1 forward acceleration is the average of the highest acceleration recorded by an SAE J211-1-compliant (CFC 60 Hz) and horizontally oriented accelerometer attached to BioRID s T1 vertebral unit on both left and right sides anytime between the beginning of the test and the time the dummy s head first leaves contact with the head restraint at the beginning of the rebound phase of the simulated crash.

49 Dynamic Sled Test Test Dummy Response Parameters Evaluating Neck Shear and Tension Determine where the seat falls on the chart to assign the appropriate rating.

50 Dynamic Sled Test Rating Determine the seat s dynamic test rating using the sled test results.

51 Whiplash Protection Overall Rating Determine the seat s overall rating by combining the geometric rating and the dynamic test rating using the following scale.

52 TSP Rating System

53 TSP Rating System The vehicle must receive a Good Rating in all four IIHS TSP tests. The vehicle must also offer Electronic Stability Control (ESC) as an option. Test results and ratings are published on the IIHS website under vehicle ratings (

54 QUESTION AND ANSWER

55 Thank you for participating! MGA Contacts: Front and Side Crash Ben Fischer Roof Crush Fern Gatilao Whiplash Protection Helen A. Kaleto IIHS Contact: Raul Arbelaez David Aylor QUESTION AND ANSWER