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This paper summarizes a series of matched-pair frontal sled tests using the Test device for Human Occupant Restraint 50th Percentile Male (THOR-50M) anthropomorphic test device (ATD). Testing was conducted to compare the response of an ATD equipped with an on-board data acquisition system (DAS) to that of one equipped with an off-board system. Sled testing was performed using a modified version of NHTSA’s Gold-Standard test method consisting of a generic buck with a ridged seat and a 3-point seatbelt system. Eight tests were conducted, all using a common generic 30 km/h crash pulse with a peak deceleration of 9 G’s, and a 2.5 kN load limiting 3-point seatbelt retractors without pretentioners. Four tests were conducted with each ATD, two tests with a left shoulder belt routing and two with a right shoulder belt routing to allow for evaluation of the ATD repeatability under each belt routing.

The National Highway Traffic Safety Administration (NHTSA) has identified ejection mitigation as a top priority, issuing a notice of proposed ruling making (NPRM) in December of 2009. The NPRM proposes a linear impact test that uses a featureless head-form to impact a vehicle's side windows' daylight opening at various positions. The test measures the excursion of the head-form beyond the plane of the window glazing. The intention is to evaluate the ability of a vehicle's ejection mitigation system, such as the curtain airbag or other vehicle features, to manage the impactor energy and limit excursion. The NPRM proposes a test conducted 1.5 seconds after the ejection mitigation countermeasure is deployed at an impact speed of 24 km/h with a mass of 18 kg (400 Joules). This test condition is intended to consider both rollover and side impact crashes.

As a part of its ejection mitigation research, the National Highway Traffic Safety Administration (NHTSA) has proposed a linear impact test that uses a featureless head-form to impact a vehicle's side windows' daylight opening at various positions. The test measures the excursion of the head-form beyond the plane of the window glazing. The intention is to evaluate the ability of a vehicle's ejection mitigation countermeasures, such as the curtain airbag or other vehicle features, to manage the impactor energy and limit excursion. However, at this time NHTSA has not yet established the performance criteria for the excursion. Additionally, there is no clear agreement on the energy level to be used for ejection mitigation testing. The agency has considered three energy levels for the head-form impact: 178, 280, and 400 Joules [ 9 ].