Viewing 1 to 30 of 85
Technical Paper
Dale E. Halloway, James Saunders, Narayan Yoganandan, Frank Pintar
The purpose of the study was to identify all small overlap impacts using published coded NASS-CDS data. Three sets of criteria were used: CDC measurements; crush profiles for frontal impacts; and crush profiles for oblique side impacts to the fender component. All criteria were applied to passenger and non-passenger cars and their different vehicle class sizes. Data were analyzed based on fatalities and different levels of MAIS trauma. The overall data set based on CDC codes for 2005 to 2008 NASS-CDS data had 9,206 MAIS=0; 13,522 MAIS=1-2; 3,600 MAIS=3-6; 1,092 MAIS=7; and 961 fatal cases. For the weighted ensemble, these data were: 5,800,295; 4,324,773; 269,042; 219,481; and 44,906 cases, respectively. However, these cases reduced to 1071, 1468, 364, 82, and 87 raw cases with the application of the CDC criteria for frontal impacts.
Journal Article
Timothy Keon
Abstract The National Highway Traffic Safety Administration has performed research investigating the Test Device for Human Occupant Restraint 50th male (THOR-50M) response in Oblique crash tests. This research is being expanded to investigate THOR-50M in the driver position in a 56 km/h frontal impact crash. Hybrid III 5th percentile adult female (AF05) anthropomorphic test devices (ATDs) were used in this testing to evaluate the RibEye Deflection Measurement System. The AF05 ATDs were positioned in the right front passenger and right rear passenger seating positions. For the right front passenger, the New Car Assessment Procedure (NCAP) seating procedure was used, except the seat fore-aft position was set to mid-track. For the right rear passenger, the seating followed the FMVSS No. 214 Side Impact Compliance Test Procedure. The NCAP frontal impact test procedure was followed with additional vehicle instrumentation and pre/post-test measurements.
Technical Paper
Jarett Michaelson, Jason Forman, Richard Kent, Shashi Kuppa
Very little experimental research has focused on the kinematics, dynamics, and injuries of rear-seated occupants. This study seeks to develop a baseline response for rear-seated post mortem human surrogates (PMHS) in frontal crashes. Three PMHS sled tests were performed in a sled buck designed to represent the interior rear-seat compartment of a contemporary midsized sedan. All occupants were positioned in the right-rear passenger seat and subjected to simulated frontal crashes with an impact speed of 48 km/h. The subjects were restrained by a standard, rear seat, 3-point seat belt. The response of each subject was evaluated in terms of whole-body kinematics, dynamics, and injury. All the PMHS experienced excessive forward translation of the pelvis resulting in a backward rotation of the torso at the time of maximum forward excursion.
Technical Paper
Dimitrios Kallieris, Kirsten Marion Stein, Rainer Mattern, Richard Morgan, Rolf Eppinger
The study reports on the results of frontal collisions with 16 cadavers and two Hybrid III dummies with impact velocities of 48 km/h to 55 km/h and a mean sled deceleration of 17 g; mounted to the sled was the front part of a passenger compartment. The cadavers were restrained in the driver position with either 3-point belts (6% and 16 % elongation) and/or air bag with knee bolster and one case was unrestrained. In most cases, both a 12-accelerometer thoracic array and 2 chest bands were employed. In some cases the acceleration at Th6 was measured. The cadavers were autopsied and the injury severity was rated according to the AIS 90. Maximum resultant Th1, Th6, and Th12 accelerations or sternum accelerations in x-direction ranged from 35g to 78g when using 3-point belts and produced injuries ranging from a few rib fractures to unstable chest wall (flail chest).
Technical Paper
Thomas F. MacLaughlin, Ronald J. Wasko, NHTSA/MVMA
This paper reports the results of one of the tasks addressed in a coordinated NHTSA/MVMA side impact test procedure development program: the identification of specific tests which should be able to discriminate among vehicle designs having a significant effect on side impact injuries. Component and full vehicle crash tests addressing impacts between specific occupant body parts and vehicle regions are recommended for development. Advantages and disadvantages of component vs. full vehicle tests are discussed and areas needing further research to support side impact test development are recommended.
As it prepares to issue an official proposal this September on corporate average fuel economy (CAFE) standards for MY2017-2025, NHTSA (National Highway Traffic Safety Administration) is now seeking public input on a complementary report that the agency must complete.
According to SAE 2008 World Congress panelists, safety advocates are trying to determine what potential technologies are the most substantive and what technologies do not meet the hype.
Safety advocates are trying to determine what potential technologies are the most substantive and what technologies do not meet the hype. A panel session at April's SAE World Congress, Strategies for Active Safety Technology Delivery, touched on NHTSA’s Advanced Collision Avoidance Technologies (ACAT) program.
One may complain about whether the corporate average fuel economy (CAFE) proposal formally released by the U.S. government on Nov. 16 goes too far or not far enough, but no one will be able to complain that not enough time elapsed from when the proposal was made to when it went into effect.
American businesses that operate heavy on-road vehicles will save an estimated $50 billion in fuel costs under fuel-efficiency and greenhouse gas emissions standards announced by NHTSA (National Highway Traffic Safety Administration) and the U.S.
Though supportive of the decision by NHTSA, the U.S. National Highway Traffic Safety Administration, to close its investigation related to cases of unintended acceleration in some Toyota models, an arm of the National Academies has issued a report describing as "troubling" NHTSA's inability to convincingly address public concerns about the safety of automotive electronics.
Structural reinforcements to better protect the battery pack in side impacts and improvements to the pack’s liquid cooling system are the “fix” that General Motors engineers have developed to prevent a real-world occurrence of a post-crash fire in the Chevrolet Volt produced during testing by the U.S. NHTSA (National Highway Traffic Safety Administration).
OEMs need to prepare their customers’ expectations for new fuel-efficiency technologies aimed at meeting the 2017-25 CAFE standards, stressed an expert panel of engineers at the SAE 2012 World Congress. And the attribute-based standards could adversely impact sales of the smaller vehicle segments, the experts noted.
The nation's top safety administrator peppered his keynote address to SAE 2012 World Congress attendees with thank-you sentiments to engineers for solving complex problems.
NHTSA (U.S. National Highway Traffic Safety Administration) on May 16 proposed a rule to require that new large commercial truck tractors and buses be equipped with an electronic stability control (ESC) system.
The U.S. government, via several of its transportation-related agencies, is sponsoring the project, which it claims is the largest-ever road test of connected-vehicle crash-avoidance technologies.
EPA’s Jackson says support and cooperation of automakers, unions, and other stakeholders in development of the new regulations prove they are “achievable and cost-effective.”
Though largely solved through recent rulemakings related to switch design, NHTSA (National Highway Traffic Safety Administration) is proposing to add another layer of protection regarding entrapment and pinching dangers posed by power windows.
Although almost every light vehicle with an automatic transmission already is equipped to prevent shifting out of park without accompanying depression of the brake pedal, NHTSA (National Highway Traffic Safety Administration) is proposing a rule to that effect.
The open door to tell NHTSA what you think about its priorities for the calendar years 2009 through 2011 will close on Aug. 31. Although the agency is responsible for implementing fuel-economy mandates, its main focus is improving safety for vehicle occupants and pedestrians.
There are more than a few pieces of controversy buried in the Obama administration’s 600-plus-page proposed rule (excluding supporting documents) dictating a uniform U.S. standard for tailpipe emissions of greenhouse gases and for fuel economy for MY2012 through 2016.
Automakers would need to enhance existing side airbags and/or employ advanced laminated glazing to meet the requirements of a new, proposed Federal Motor Vehicle Safety Standard to prevent ejection of vehicle occupants through side windows in rollover and other types of crashes.
NHTSA (National Highway Traffic Safety Administration) has decided to delay by one year the deadline for compliance with a rule that clarifies the term designated seating position (DSP) and spells out the formula for calculating the number of them in a given vehicle model.
Although the engineering/technology community has and will have a large impact regarding the problem of driver distraction—with that impact having negative and positive poles—it’s the vastly larger community of typical drivers who will determine whether the problem grows or dissipates.
The proposed National Program for reducing the CO2 emissions and increasing the fuel efficiency of cars and trucks hinged on the U.S. EPA officially determining that greenhouse gases (GHG) pose a threat to public health and welfare. On Dec. 7, the agency announced just such an official determination.
The U.S. Department of Transportation's NHTSA (National Highway Traffic Safety Administration) unit has decided not to pursue a rule that would require automatic reversal systems (ARS) for power windows, and it has re-opened the comment period for its proposal to require an expanded field of view for all vehicles weighing 10,000 lb or less.
The Insurance Institute for Highway Safety (IIHS) has released dramatic video of recent testing to underscore its call for the U.S. government to beef up standards on rear underguards on tractor-trailers.
NHTSA (U.S. National Highway Traffic Safety Administration) and the U.S. EPA have re-engineered the fuel-economy label that is part of the window sticker on new cars. Starting with model year 2013, the labels will provide additional information such as: estimated annual fuel costs (based on 15,000 mi and $3.70/gal or $0.12/kW·h); estimated fuel cost savings (or, for gas guzzlers, the extra cost) over time compared to "the average new vehicle" (22 mpg); relative amount (on a 1 to 10 scale) of emissions of smog (no specific figures given) and of greenhouse gases (given in g CO2/mi); and fuel consumption (gal/100 mi or kW·h/100 mi).
A handful of government-sponsored tests for connected vehicles will begin next year, providing insight into technical issues and factors such as privacy that will play a major role in determining which projects will get a green light for development and deployment.
U.S. President Barack Obama on July 29 announced an agreement with 13 major automakers to increase corporate average fuel economy (CAFE) to 54.5 mpg and 163 g/mi of CO2 by MY2025. The agreement covers the model years 2017 to 2025.
Viewing 1 to 30 of 85


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