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While nearly 50 percent of occupants in side-impact collisions are in vehicles that experience a velocity change (delta-V) below 15.0 kph (9.3 mph), full scale crash testing research at these delta-Vs is limited. Understanding occupant kinematics in response to these types of side impacts can be important to the design of side-impact safety countermeasures, as well as for evaluating potential interactions with interior vehicle structures and/or with other occupants in the vehicle. In the current study, two full-scale crash tests were performed utilizing a late-model, mid-size sedan with disabled airbags. The test vehicle was impacted by a non-deformable moving barrier on the driver side at an impact speed of 10.0 kph (6.2 mph) in the first test and then on the passenger side at an impact speed of 21.6 kph (13.4 mph) in the second test, resulting in vehicle lateral delta-Vs of 6.1 kph (3.8 mph) and 14.0 kph (8.7 mph), respectively.

Vehicle structures are designed to manage impact forces and transfer crash energy, in addition to their primary purpose of connecting all the vehicle powertrain, suspension, steering, HVAC, electronics, occupant accommodation, and weatherproofing. With the introduction of new rear impact requirements, the design of rear structures has evolved and the use of high strength steel has increased. This study objective was to assess the effect of new FMVSS 301 requirements on vehicle responses. NHTSA conducted 33 offset rear crash tests at 80 km/h with vehicles that pre-dated the newer FMVSS 301R requirements and 88 with vehicles that complied with the newer requirements, with a 2009-2015 model year range. The vehicles were grouped by size and the permanent crush was tabulated. Overall, the struck-side maximum crush decreased in the newer model vehicles. Seven matches with pre and post 301R were identified on the same make and model vehicle of different generations.

NHTSA has recently been petitioned to address the protection of second-row children in rear crashes due front seatback performance. The protection of children is important. However, it is more complex than assessing front seat performance in rear impacts. Viano, Parenteau (2008 [1]) analyzed cases of serious-to-fatally injured (MAIS 3+F) children up to 7 years old in the second row in rear impacts involving 1990+ model year vehicles using 1997-2005 NASS-CDS. They observed that intrusion was an important factor pushing the child forward into the back of the front seat, B-pillar or other front structure. To help assess whether stiffening the front seats would be beneficial for second-row child safety, the 2008 study was updated using more recent data and model year vehicles. In the present study, 1997-2015 NASS-CDS data were analyzed for serious-to-fatally (MAIS 3+F) injured 0- to 7-year old children in the second row with 1994+ model year vehicles.

Low- to moderate-speed motor vehicle collisions are a common crash type and are sometimes associated with injury complaints. Understanding occupant motion (kinematics) in response to low- and moderate-speed motor vehicle collisions is important for evaluating occupant interactions with interior vehicle structures, including the restraint systems, with the ultimate goal of assessing injury potential. Furthermore, quantitative occupant kinematic data from full-scale crash testing of late-model passenger vehicles is limited for collisions at low- to moderate-speeds. The current study reports kinematic data from full-scale frontal and rear-end crash tests of late-model, mid-size sedans with delta-Vs ranging from 6.0 to 19.0 kph (3.7 to 11.8 mph) and 5.6 to 19.5 kph (3.5 to 12.1 mph), respectively. For each test vehicle, the motion of a Hybrid III 50th-percentile male anthropomorphic test device (ATD) restrained in the driver seat was recorded using high-speed onboard video.

There are established federal requirements and industry standards for frontal crash testing of motor vehicles. Consistently applied methods support reliability, repeatability, and comparability of performance metrics between tests and platforms. However, real world collisions are rarely identical to standard test protocols. This study examined the effects of occupant anthropometry and passive restraint deployment timing on occupant kinematics and biomechanical loading in a moderate-severity (approximately 30 kph delta-V) offset frontal crash scenario. An offset, front-to-rear vehicle-to-vehicle crash test was performed, and the dynamics of the vehicle experiencing the frontal collision were replicated in a series of three sled tests. Crash test and sled test vehicle kinematics were comparable. A standard or reduced-weight 50th percentile male Hybrid III ATD (H3-50M) or a standard 5th percentile female Hybrid III ATD (H3-5F) was belted in the driver’s seating position.

Many side-impact collisions occur at speeds much lower than tests conducted by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS). In fact, nearly half of all occupants in side-impact collisions experience a change in velocity (delta-V) below 15 kph (9.3 mph). However, studies of occupant loading in collisions of low- to moderate-severity, representative of many real-world collisions, is limited. While prior research has measured occupant responses using both human volunteers and anthropometric test devices (ATDs), these tests have been conducted at relatively low speeds (<10 kph [<6.2 mph] delta-V). This study evaluated near- and far-side occupant response and loading during two side impacts with delta-V of 6.1 kph and 14.0 kph (3.8 mph and 8.7 mph).

This study assesses front seat occupant responses in rear impacts with active head restraints (AHR) and conventional head restraints (CHR) using field accident data and test data from the Insurance Institute for Highway Safety (IIHS). 2003-2015 NASS-CDS data were analyzed to determine injury rates in 1997+ model year seats equipped with AHR and CHR. Results indicated that less than 4% of occupants were in seats equipped with AHR. Crashes of delta-V <24 km/h accounted for more than 70% of all exposed front seat occupants, irrespective of head restraint design. Rear crashes with a delta-V < 24 km/h included 35.6% fewer occupants who sustained a MAIS 1-2 injury overall and 26.4% fewer who sustained a MAIS 1-2 cervical injury in vehicles equipped with AHR compared to CHR. In IIHS 16 km/h rear sled tests, the biomechanical response of an instrumented BioRID was evaluated on seats with AHR and CHR. HIC15 and concussion risk were calculated from head acceleration data.

Prior to developing or modifying the protocol of a performance evaluation test, it is important to identify field relevant conditions. The objective of this study was to assess the distribution of selected crash variables from rear crash field collisions involving modern vehicles. The number of exposed and serious-to-fatally injured non-ejected occupants was determined in 2008+ model year (MY) vehicles using the NASS-CDS and CISS databases. Selected crash variables were assessed for rear crashes, including severity (delta V), impact location, struck vehicle type, and striking objects. In addition, 15 EDRs were collected from 2017 to 2019 CISS cases involving 2008+ MY light vehicles with a rear delta V ranging from 32 to 48 km/h. Ten rear crash tests were also investigated to identify pulse characteristics in rear crashes. The tests included five vehicle-to-vehicle crash tests and five FMVSS 301R barrier tests matching the struck vehicle.

As micromobility devices (i.e., e-bikes, scooters, skateboards, etc.) continue to increase in popularity, there is a growing need to test these devices for varying purposes such as performance assessment, crash reconstruction, and design of new products. Although tests have been conducted across the industry for electric scooters (e-scooters), this paper describes a novel method for crash testing e-scooters with anthropomorphic test devices (ATDs) “riding” them, providing new sources for data collection and research. A sled fixture was designed utilizing a pneumatic crash rail to propel the scooters with an overhead gantry used for stabilization of the ATD until release just prior to impact. The designed test series included impacts with a 5.5-inch curb at varying incidence angles, a stationary vehicle, or a standing pedestrian ATD. Test parameter permutations included changing e-scooter tire sizes, impact speeds, and rider safety equipment.

Extensive testing has been conducted to evaluate both the dynamic response of vehicle structures and occupant protection systems in rollover collisions though the use of Anthropomorphic Test Devices (ATDs). Rollover test methods that utilize a fixture to initiate the rollover event include the SAE2114 dolly, inverted drop tests, accelerating vehicle body buck on a decelerating sled, ramp-induced rollovers, and Controlled Rollover Impact System (CRIS) Tests. More recently, programmable steering controllers have been used with sedans, vans, pickup trucks, and SUVs to induce a rollover, primarily for studying the vehicle kinematics for accident reconstruction applications. The goal of this study was to create a prototypical rollover crash test for the study of vehicle dynamics and occupant injury risk where the rollover is initiated by a steering input over realistic terrain without the constraints of previously used test methods.