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Panic braking can cause an “in-position” unbelted occupant to become “out-of-position.” Although the braking event dynamics and initial positioning of the occupant affect the final position at time of impact (if any), general trends are assumed. FMVSS208 now includes “out-of-position” (OOP) performance for Anthropomorphic Test Devices (ATDs) sizes twelve month to six year-old. Airbag suppression technologies currently address that range of OOP occupants. The objective of this study is to develop an approach to defining OOP test positions for the recently released 10 year old ATD and to assist restraint engineers in developing strategies to help reduce the risk of inflation induced injury to the larger out-of-position child. A series of panic brake tests was conducted with the 10 year-old Hybrid III to study panic braking kinematics. Antilock braking (ABS) generated the desired constant deceleration from high initial speeds (40 to 60mph) in three types of vehicles.

This document describes the 2-D computer-aided design (CAD) template for the HPM-1 H-point machine or HPD available from SAE. The elements of the HPD include the curve shapes, datum points and lines, and calibration references. The intended purpose for this information is to provide a master CAD reference for design and benchmarking. The content and format of the data files that are available are also described.

This document describes the 2-D computer-aided design (CAD) template for the HPM-1 H-point machine or HPD available from SAE. The elements of the HPD include the curve shapes, datum points and lines, and calibration references. The intended purpose for this information is to provide a master CAD reference for design and benchmarking. The content and format of the data files that are available are also described.

A test program was conducted to characterize the impact response of an experimental 2-ply windshield construction with a polyurethane (PUR) plastic inner layer. Windshield impact tests were conducted using a linear impactor test facility. Principle among the findings was that the impact response of prototype PUR 2-ply windshields does not differ that significantly from that of baseline 3-ply HPR (High Penetration Resistance) windshields for the subcompact vehicle geometry tested. However, the impact responses of both PUR 2-ply and 3-ply HPR subcompact vehicle windshields were found to be highly variable. Average performance of either construction could thus be enhanced if ways could be found (and then implemented) to reduce this variability.

A test program was conducted to characterize the impact response of an experimental 2-ply windshield construction with a polyvinyl butyral / polyester (PVB/PET) inner plastic laminate. Windshield impact tests were conducted using a linear impactor test facility. Principal among the findings was that the measured impact response of prototype PVB/PET 2-ply windshields was highly variable. Average performance of this construction could thus be improved if ways could be found (and then implemented) to reduce this variability.

The objective of this paper is to compare the external anthropometry of 3 and 6 year old French children with the corresponding existing crash test dummies. An anthropometry study has been performed on about 70 (respectively 80) French children aged 3 years (respectively 6). More than 40 external measurements have been acquired on each subject. They include dimensions in standing and sitting positions: heights, lengths, circumferences, weight, etc. Mean, standard deviation, minimum and maximal values are given and compared with other existing international databases. From a global point of view, dimensions observed in this study appear 12% higher than in others. Dimensions are more specifically compared with corresponding crash test dummies in order to evaluate the validity of these anthropomorphic test devices.

This work describes the definition and implementation of a dedicated system (hardware and software) for the quantitative evaluation of the anthropometrics and morphological parameters of the back shape. This was applied to the digital 3D analysis of subjects affected by spinal pathologies. In fact in clinical practice it is needed to have a repeatable and easy method to frequent non invasive screening of the rib system records a 3D model of the back shape standard and automated procedure. Its clinical validation is presented.

Electrical Air Conditioning Systems for 42 V vehicles will provide many benefits in terms of Environment protection, car Architecture, cabin Comfort and overall Safety. E-A/C Systems essentially differ from conventional ones by the use of electrical compressors. First of all, they will be particularly well adapted to new powertrains, helping to make them more environmentally friendly. Accurate control and high efficiency under the most common thermal conditions will reduce the A/C impact on fuel consumption. Besides, higher sealing integrity will cut emissions of refrigerant during normal operation and maintenance. Secondly, the use of an electrically driven compressor (EDC) will suppress a belt, and will reduce the packaging constraints. This will help to design new vehicle architectures. Thirdly, the electrification of air conditioning will allow better thermal comfort. In particular, E-A/C Systems provide a good opportunity for cabin pre-conditioning.

The increasing power demand in vehicles has resulted in a need for a higher onboard generation capacity. With the increasing generation requirement, the torque levels of the generator are found to closely converge with that of the starter motor. Hence, integrating the two machines and using a single machine for the two purposes would be technically viable and economically advantageous. This results in a more compact design solution as well. The Integrated Starter/Alternator (ISA) will be integrated directly to the crankshaft of the Internal Combustion Engine (ICE) and deliver 5 kW average and 12-15 kW peak power at 42V.

SLAM (Simultaneous Localization and Mapping) plays a key role in autonomous driving. Recently, 4D Radar has attracted widespread attention because it breaks through the limitations of 3D millimeter wave radar and can simultaneously detect the distance, velocity, horizontal azimuth and elevation azimuth of the target with high resolution. However, there are few studies on 4D Radar in SLAM. In this paper, RI-FGO, a 4D Radar-Inertial SLAM method based on Factor Graph Optimization, is proposed. The RANSAC (Random Sample Consensus) method is used to eliminate the dynamic obstacle points from a single scan, and the ego-motion velocity is estimated from the static point cloud. A 4D Radar velocity factor is constructed in GTSAM to receive the estimated velocity in a single scan as a measurement and directly integrated into the factor graph. The 4D Radar point clouds of consecutive frames are matched as the odometry factor.

Today’s automotive world has moved towards an age where safety of a vehicle is given the topmost priority. Many stringent crash norms and testing methodology has been defined in order to evaluate the safety of a vehicle prior to its launch in a particular market. If the vehicle fails to meet any of these criteria then it is debarred from that particular market. With such stringent norms and regulations in place it becomes quite important on the engineer’s part to define the structural requirements and protect the space to meet the same. If the concept level platform definition is done properly it becomes very easy to achieve the crash targets with less cost and weight impact.

This paper describes the development of a new sled system that can address many safety-related issues pertaining to the racing industry. The system was designed to re-create acceleration and velocity levels similar to levels evident in race car crashes. The sled utilizes equipment typically used in passenger car crash research with the primary change to a specially designed lightweight carriage. This paper will overview the system and the types of crash events that can be simulated. Readers of this paper will gain a much broader understanding of accelerator sled testing and the issues related to the simulation of high speed crashes using physical testing.

A great deal of data is available concerning accident simulation tests with test dummies or cadavers but in comparison there is very little material on tests involving living volunteers. This paper describes crash tests and sled tests with human test persons and Hybrid II dummies. To obtain a realistic accident simulation the tests were run with standard Audi 80 vehicles fitted with the standard seat belt systems. The results clearly demonstrate that none of the test persons sustain any kind of physical injury at a precisely defined level of accident severity (vehicle-to-vehicle crash at a collision speed of approx. 30 mph). In some cases considerable differences are revealed between the loadings imposed on the dummies and the human test persons.

The increased rates of research on complex fuel blends in engine applications poses a need for more efficient and accurate fuel blending processes in engine laboratories. Making the fuel blending process automatic, effective, accurate and flexible saves time, storage space and cost without compromising the tests of future fuel alternatives. To meet these requirements, an automatic fuel blending system, following a sequential batch process, was designed and tested for engine laboratory application. The fuel blending system was evaluated in terms of functionality, safety, accuracy and repeatability. The functionality and safety was evaluated through a risk analysis. Whereas, the accuracy and repeatability of the system was investigated through blend preparation tests. The results show that the minimum fuel mass limitation of the system is 0.5 kg. This allows for blends with fuel ratios as low as 7 vol-% to be prepared by the system.

In statistical modeling, cross-validation refers to the practice of fitting a model with part of the available data, and then using predictions of the unused data to test and improve the fitted model. In accident reconstruction, cross-validation is possible when two different measurements can be used to estimate the same accident feature, such as when measured skidmark length and pedestrian throw distance each provide an estimate of impact speed. In this case a Bayesian cross-validation can be carried out by (1) using one measurement and Bayes theorem to compute a posterior distribution for the impact speed, (2) using this posterior distribution to compute a predictive distribution for the second measurement, and then (3) comparing the actual second measurement to this predictive distribution. An actual measurement falling in an extreme tail of the predictive distribution suggests a weakness in the assumptions governing the reconstruction.

This paper describes the development of a Bayesian estimate of vehicle safety performance. The vehicle crash testing is conducted often using a very small sample size. With these limited tests, one often has to face the following question, “what is the confidence to meet the design target or government compliance in a subsequent test?” The prediction methods will be discussed to determine the confidence in meeting overall the design requirements based on successful test results with multiple responses and design targets.

In this study, three dummies were evaluated on the component level and as a whole. Their responses were compared with available volunteer and embalmed Post Mortem Human Subject (PMHS) data obtained under similar test conditions to evaluate their biofidelity The volunteer and PMHS data, used as comparators in this study, were used previously to establish some of the biofidelity requirements of the Hybrid III. The BioRID II, the Hybrid III, and the RID2 were all subjected to rear impact HYGE sled tests with ΔVs of 17 and 28 km/hr to determine their biofidelity in these conditions. A static pull test, where a load was manually applied to the head of each dummy, was used to evaluate the static strength of their necks in flexion and extension. Finally, pendulum tests were conducted with the Hybrid III and RID2 to evaluate the dynamic characteristics of their necks in flexion and extension.

A test fixture for use on the Hyge Sled was fabricated to NHTSA specifications, matching the fixture used at Heidelberg University to measure forces on cadavers in side impact configurations. Tests were conducted at 16, 22, 24, and 32 km/h to simulate both the APR cadaver drop tests and Heidelberg sled tests. Comparisons to the cadaver data were made with the Ford Side Impact Body Block and the APR and SID dummies. Test results are shown and discussed.

Biomechanical data on the response of the face to localized and distributed loads are analyzed to provide performance goals for a biomechanically realistic face. Previously proposed facial injury assessment techniques and dummy modifications are reviewed with emphasis on their biomechanical realism. A modification to the Hybrid III dummy, called the GM Hybrid III Deformable Face, is described. The modification produces biomechanically realistic frontal impact response for both localized and distributed facial loads and provides for contact force determination using conventional Hybrid III instrumentation. The modification retains the anthropometric and inertial properties and the forehead impact response of the standard Hybrid III head.