Crashtest - 2017 - September

SEPTEMBER 2017
Everything you need to know

about the German manufacturer’s
new world-class crash test facility
Daimler redefines
passive safety testing
OEM interview: Volvo University focus Ambulance crashworthiness
Malin Ekholm, director of the Volvo Car Experimental simulation software The inside story behind the creation of 10 crash
Safety Centre, discusses how the Swedish is being developed to improve the test methods designed to improve worker and
facility uniquely evaluated the new XC60 rigidity of composite-built vehicles patient safety in emergency services vehicles
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CONTENTS
Editor’s note COVER STORY
As an automotive journalist themselves whether and when they 40 Daimler crash test center
I’m lucky enough to test drive use it, or if they prefer to control the The German OEM’s new facility makes up
a lot of newly launched cars. And vehicle manually. to 70 different crash configurations possible
whether I’m behind the wheel of an “There are also other factors that
entry-level hatchback, a luxurious can lead to an accident. Other road TECH INSIDER
exec sedan or a high-performance users who are not in automated
supercar, nearly all of them come vehicles and cause an accident 03 Obese and elderly ATDs
with varying levels of advanced are just one example. For me, this
Dummies more representative of society could
driver-assistance systems (ADAS) means that while a safe vehicle
as standard. uses all possible means of avoiding
deepen the understanding of organ behavior
Such is their importance that accidents, it is always prepared for 06 Subaru XV
active safety system technologies the eventuality of an accident. So, The second-generation crossover SUV has set a
now determine whether a new car our vehicles, including automated
Japanese record for chassis integrity and safety
is given a 4-star or 5-star rating by vehicles, must meet our high crash
independent crash test bodies such safety requirements in the future.” 10 FCA Orbassano Safety Center
as Euro NCAP. Likewise, our guest columnist A new crash simulator has been installed as the
And as cars become less reliant Antonio Avenoso, executive director
Italian facility celebrates its 20,000th crash test
on people to control them, one at the European Transport Safety
assumes that the number of active Council, addresses what he regards
safety systems fitted as standard on as a worrying trend of car makers
FEATURES
new models will only increase.
But what does this mean for
prioritizing active and preventive
measures over passive safety
12 Motorsport safety
passive safety technologies and for requirements. “With this focus on
How Toyota-derived computer models are
the engineers and facilities that test new technology, there is a danger being fed into racing safety research programs
them? Could crash test facilities be
made redundant as autonomous
that crash test requirements are
deprioritized,” he writes on page 80.
18 OEM interview: Volvo
However, Technavio has recently
Malin Ekholm, director of the Volvo Cars
vehicles populate the world’s roads?
This potential scenario is giving forecast that the global crash test Safety Centre, discusses recent advances
people in and around the automotive dummies market will increase at in passive safety analysis techniques
industry food for thought.
“The advantage of automating
a compound annual growth rate
(CAGR) of 1% over the next five
24 Ambulance crashworthiness
driving functions is that the driver years and the crash impact
Experts are campaigning for 10 new crash
will less often be the cause of simulator market will grow at a tests to be made mandatory. By Simon Parkin
accidents in the future,” said
Dr Rodolfo Schöneburg, head of
CAGR of 29.61% over the same
period. Why? Partly due to an
30 Future legislation
The European Commission aims to reduce road
vehicle safety at Mercedes-Benz increasing number of new vehicle
Cars, when speaking recently about launches – the very same ADAS-
fatalities by 2020 with new crash test measures
Daimler’s brand-new crash test laden ones I’m fortunate to test. 34 Queen’s University Belfast
center. “Automation will, however, Maybe there’s nothing to fear... Revolutionary simulation tools could improve
not be available on all roads, and
John Thornton
composite car safety, as Max Glaskin learns
drivers will be able to decide for
s 49 Supplier interview: Cellbond
Founder and MD Dr Mike Ashmead reveals
plans to increase ATD test capacity worldwide
Editor Production editor Simon Parkin, Richard Circulation manager 80 Antonio Avenoso
available at www.ukimediaevents.com/info/ctt
FREE reader inquiry service
John Thornton Alex Bradley Williams, Karl Vadaszffy Suzie Matthews

Editor-in-chief Chief sub editor Why the European Union needs to ensure that
Dean Slavnich Andrew Pickering Head of production Publication director crash test requirements remain a safety priority
Assistant editor Deputy production editor and logistics Aboobaker Tayub
Rachel Evans Nick Shepherd Ian Donovan
Senior sub editor
(aboobaker.tayub@
ukimediaevents.com)
PRODUCTS AND SERVICES
Art director James Sutcliffe Christine Velarde Deputy production 52 Orme: Motion analysis
Art editor Anna Davie Sub editors manager CEO
Tara Craig, Alasdair Morton Cassie Inns Tony Robinson 54 DTS: In-dummy DAS
Design team Andy Bass, Managing director
Louise Green, Andrew Contributors this issue Production team Graham Johnson
56 Altran: Improved low-speed testing
Locke, Craig Marshall, Antonio Avenoso, Andrew Carole Doran, Bethany Gill, Editorial director 58 Messring: Future-proof facilities
Nicola Turner, Julie Welby, Charman, John Evans, Frank Millard, George Anthony James
Ben White Max Glaskin, Matt Joy, Spreckley
62 Instron: Oblique impacts
64 PCO: Better camera infrastructure
The views expressed in the articles and technical papers
66 Humanetics: Crash dummy developments
published by are those of the authors and are not necessarily endorsed 69 4activeSystems: Advanced dummy objects
UKi Media & Events, by the publisher. While every care has been taken during
a division of UKIP production, the publisher does not accept any liability for 70 AOS Technologies: Camera technology
Media & Events Ltd errors that may have occurred.
71 Encopim: Impact launcher
Contact us at: ISSN 2051-6096 (Print) / ISSN 2397-6314 (Online) 72 measX: Head injury assessment
Crash Test Technology International
Abinger House, Church Street, Dorking, This publication is protected by copyright ©2017 73 Vision Research: Enhancements in data capture
Surrey, RH4 1DF, UK
Printed by William Gibbons & Sons Ltd.
74 Kistler: In-dummy data device
Tel: +44 1306 743744
Fax: +44 1306 742525 PO Box 103, 26 Planetary Road, Willenhall, 75 AMS: Effective data management
West Midlands, WV13 3XT
Email: testing@ukimediaevents.com 76 Seattle Safety: Upgraded sled system
Subscriptions £80/US$104 77 HuDe: Modular test tools for interior components
78 Products & Services in brief

SEPTEMBER 2017 001
compact and ruggedized
2100 fps
Untitled-2 1 31/08/2016 10:50

TECH INSIDER
Obese and elderly

ATDs
A process called analytic
morphomics has led to the
development of crash test
dummies that are better
representative of society
WORDS BY JOHN EVANS
Ten years ago, Prof. doubled since 1980. Also in 2016, the crashes. The obese suffer more Compared with the
Stewart Wang, director National Institute on Aging predicted lower extremity injuries, but fewer standard adult crash
of the International Center that by 2050 the number of people abdominal. This is because the lap dummy, which weighs
76kg (167.5 lb), the
for Automotive Medicine aged 65 and over will have doubled belt tends to sit above the abdomen. obese ATD weighs
(ICAM) at the University of Michigan, from 8.5% to nearly 17%. Their extra bulk, in front, behind 124kg (273 lb) and
told delegates at a meeting of the The problem for auto makers and and underneath, means their center has a BMI of 35
International Research Council safety legislators, says Wang, is that of gravity is pushed forward. In an
on Biomechanics of Injury held these two fast-growing groups present accident they submarine beneath
in Europe that the world faced an array of special challenges that the belt and into the dashboard.”
a growing obesity epidemic. today’s vehicle safety systems and In contrast, for elderly vehicle
“Everybody laughed and said it was passive safety testing procedures are occupants, the chest is the area of
an exclusively US issue,” he recalls. ill-equipped to deal with. greatest concern, and in particular
They’re not laughing now. Last “As a trauma surgeon, I see the the considerable forces applied to it
year the World Health Organization difference in the pattern of injuries by the seatbelt. “A chest injury can
claimed that worldwide obesity had that these two groups suffer in car be terrible for older people because

SEPTEMBER 2017 003
TECH INSIDER
Expediting body parts

While Stewart Wang’s “Previously, we had to
3D scanning work has design a body part that
boosted Humanetics’ would deflect and move
structural and behavioral like a human one, but not
insights into the human body, break like one,” explains
3D printing has sharpened Jim Davis, VP of engineering
its production capabilities. at Humanetics. “For example,
our engineers would make a
metal rib with some damping
material glued to it, but after One beneficiary of Wang’s work
a certain number of crashes is Humanetics. Two years ago the
the bonding would change. manufacturer of anthropomorphic
“With 3D printing and new test devices made headlines when
materials, we can tune a rib
to the exact performance
it announced that it was testing the
that we want. We can also world’s first obese crash test dummy.
work with really complex Weighing 273 lb (124kg), or 106 lb
structures, and prototyping (48kg) more than the standard adult
can be done overnight.” dummy, and standing 6ft 2in (188cm)
tall, compared with 5ft 9in (175cm),
it has a body mass index of 35.
they are less robust,” explains Wang. BODY SCANNERS Jim Davis, VP of engineering at
“Their chest wall is more brittle and For more than two decades, Wang Humanetics, says work to characterize
BELOW (LEFT):
ICAM’s Stewart Wang
fractures easily.” and his team have been analyzing it as a test device is ongoing: “We have
believes that vehicle Wang blames the establishment of “tens of thousands” of CT scans of put the obese dummy through a series
restraints should cater the impossibly fit crash test dummy trauma patients who have been in of sled evaluations at the University
for all occupant types
with a strong chest and narrow, bony car crashes, and measuring the 3D of Virginia in order to determine how
and sizes, via more
precise management hips perfectly shaped to accept a lap images in a process called analytic lifelike it is and how it compares with
of airbag detonation belt, for these two groups’ poorer morphomics. “We designed a software cadavers of the same size.”
points and tension accident outcomes. system to take detailed measurements Meanwhile, he’s excited about
limiters. He believes
that this will better
“Today’s crash test dummies do of every body component, and so one of the most recent addition to
protect obese and represent the average, but car makers now we have a clear mathematical the Humanetics family: an elderly
elderly occupants have been using them for 50 years. understanding of what a live human crash test dummy representing a
Give engineers that long to pass a test body looks like.” borderline-obese, 70-year-old female.
BELOW (RIGHT): Until and they get better at passing it. So Note: live, not dead. As Wang duly Establishing that profile required
now, biomechanical what governments do is make the test explains, passive safety test engineers Wang’s considerable resources.
engineers’ only source
of data was cadavers
harder and the engineers get better at don’t have access to live bodies. “When we were designing the
but ICAM is helping protecting that young, fit physique. Cadavers, which naturally are very elderly crash test dummy, our first
them to link the They’ve gone too far in devising these different, can, he claims, only yield question was, ‘What does it mean
development of their very narrow tests and are ignoring a a minuscule amount of worthwhile to be elderly?’,” says Davis. “We can
crash test dummies
directly to living,
very significant and more normal part data compared with what he and his build anything, but we need to know
human specimens of the population.” team can provide. what we should be targeting. With
Stewart Wang and the ICAM’s help
we were able to identify what age we
needed the crash test dummy to be,
as well as its body structure.”
Davis regards the elderly crash
test dummy as a testbed, something
that will bring fresh insight into the
behavior of internal organs. To help,
Wang and his team are developing a
virtual model that takes account of
organ geometry, material properties
and boundary conditions (where
different tissues meet). It will examine
the forces that cause injury in order
to help inform the internal structure.
“Before, crash test dummies were
made from a collection of body parts
to create a Frankenstein’s monster of
a tool,” says Wang. “You don’t build
a car that way. And we are not just
building older and fatter dummies
– we’re building better ones.” ‹
004 Crash Test Technology International

SEPTEMBER 2017
CRASH, NVH, DYNAMICS, DURABILITY, CAE, AERO, RAPID DEVELOPMENT
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NVH, CRASH, DYNAMICS, DURABILITY, CAE, AERO, RAPID DEVELOPMENT
TECH INSIDER
Subaru XV
The first vehicle to employ the Japanese OEM’s latest
platform architecture has set new benchmarks in
According to Furukawa, more than
100 test vehicles were crashed at the
OEM’s engineering facility in Gunma,
a mountainous, landlocked prefecture
impact energy absorption and dissipation testing on Japan’s main island of Honshu.
WORDS BY JOHN THORNTON “Due to the XV being built on the
new SGP, the crash program was a
When the second-gen the Insurance Institute for Highway ABOVE: The new really big challenge, so it took double
Subaru XV already
crossover SUV debuted Safety (IIHS) in the USA (where it is meets requirements
the time to perform compared with
at the 2017 Geneva Motor sold as the Crosstrek), in part for its for US NCAP’s frontal previous programs.”
Show, much of the talk high level of crash safety. oblique crash test, to Virtual testing also played a key
on the Subaru booth centered on Toshiya Furukawa, general be introduced in 2019 role in the development of the XV,
how the XV has been built on the manager of Subaru’s engineering with Livermore Software Technology
new Subaru Global Platform (SGP) division’s vehicle research and Corp’s LS-DYNA finite element
and how that new architecture offers experiment department, hasn’t been software determining the specification
70% more rigidity and 40% higher surprised by how well the XV has and robustness of the test vehicles
impact energy absorption over present performed thus far, as the vehicle prior to commencement of the full-
models thanks to an improved frame has been engineered to meet and scale physical crash test process. As
structure and high-tensile steel plates. exceed current crash safety standards. such, the XV was virtually crashed
Subsequent crash tests performed “The new XV has not only been hundreds of times “to ensure superior
by Japan’s New Car Assessment developed to withstand the most crash safety performance against
Program (JNCAP) earlier this year not severe crash tests of Euro NCAP, IIHS crash accidents in the real world”.
BELOW: Toshiya
only confirmed these improvements and JNCAP, but it also satisfies the Furukawa led the
As Subaru won’t pigeonhole the
to the vehicle’s body and chassis, they new frontal oblique crash test, which development project XV into any one vehicle segment,
also revealed that the XV has set a will be introduced by US NCAP in for the crossover SUV Furukawa won’t be drawn on what
new record for chassis integrity and 2019,” says Furukawa. This new test he thinks were the most important
passive safety in Japan. mode consists of a stationary vehicle crash tests. “We think the XV has
Receiving a five-star rating and oriented at 15° and 35% overlap to both a passenger car-like character
the Grand Prix Award from JNCAP, an oblique deformable barrier, which and SUV capability, so conducting a
the new XV aced the organization’s travels at 90km/h (56mph) into the variety of tests was important for the
gamut of crash tests, which included front of the stationary test vehicle. development of the XV’s crash safety
frontal impact, offset impact, side performance. We didn’t prioritize any
impact, pole, rollover and pedestrian TIME AND EFFORT test over another; we simply wanted
safety. Furthermore, the XV was also Subaru’s in-house crash test program the car to perform at the highest level
awarded the Top Safety Picks prize by for the new XV was indeed extensive. in each and every one of them.” ‹

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TECH INSIDER
LEFT: The Hyge G crash simulator

at FCA’s Orbassano Safety Center
reproduces accelerations typical of
those developed in a real-life crash
without deforming the vehicle’s body
With a power rating of 3.2MN, the

Hyge G simulator can propel vehicles
at speeds of up to 90km/h (56mph),
simulate the pitching of the body typical
in head-on collisions, and, in the case
of side crashes, reproduce the
kinematics of occupants with an
extremely high level of accuracy.
And to further bolster its crash
test capabilities, the Orbassano Safety
FCA Safety Center

Center is currently undergoing an
extensive renovation, which will see
the opening of a new full-scale facility
by winter 2018. The crash hall now
under construction at the 90,000m2
(968,760ft2) site is set to replace the
Fiat Chrysler Automobiles is celebrating its 20,000th crash test in existing outdoor area and add to the
indoor facilities, which cover an area of
Europe, and marking 40 years since opening its Orbassano Safety approximately 18,000m2 (193,752ft2).
Center, with the purchase of an advanced new crash simulator
SAFETY AND CONTROL
WORDS BY RACHEL EVANS With a tally of almost 20,300 full-scale
crashes since its establishment, the
Crash experts at Fiat LEFT: Caption to go in Orbassano Safety Center conducts,
here please Caption
Chrysler Automobiles’ to go in here please
on average, 600 crash tests per year.
(FCA) Orbassano Safety Caption to go In addition, approximately 2,000
Center in Turin recently component tests are carried out. Two
celebrated two major milestones. crashes are performed per day on one
In March this year, the company shift, or three crashes with two shifts
conducted its 20,000th crash test in partially overlapped.
Europe – a full half century after test Any crash test can be carried out
number one was performed on a Fiat inside the Turin facility at speeds up
600 at the auto maker’s Mirafiori to 100km/h (62mph), according to all
factory, also in Turin, way back in worldwide regulations and third-party
1967. This year also marks the 40th ratings (including 2020 front US NCAP
anniversary of the Orbassano Safety ABOVE: The 20,000th and 2020 front Euro NCAP). These
Center, which came into operation in test performed by include car-to-car frontal collisions at
FCA was a full width
1977, taking over FCA’s crash test frontal impact test
the same speed and car-to-car angular
duties from Mirafiori. LEFT: Other landmark
collisions at different speeds. There are
To mark the double anniversary, a tests were conducted also obstacles for misuse crash tests.
cutting-edge new crash simulator has on an Alfa Romeo 164 The FCA Orbassano Safety Center
been installed at the Italian facility. The in 1990 and on a Fiat currently houses two test tracks
Doblò in 2006 (BELOW)
sophisticated system can reproduce (though this will increase to nine tracks
accelerations highly realistically (up to upon completion of the renovation);
60 times the force of gravity), without 40 high-speed cameras; 40 fully
deforming the vehicle’s body. instrumented dummies covering all
The new system is said to be one sizes and regulations, from new born
of the most powerful and complete to 95th percentile adults; 20 ballast
available on the market and broadens dummies that are not instrumented;
the range of crashes that can be and the aforementioned new Hyge G
simulated off-vehicle by FCA. crash simulator. ‹

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factor OEM-derived computational modeling

technology developed to improve crash tests
is now boosting driver safety in racing
WORDS BY ANDREW CHARMAN
Toyota’s THUMS will enable

a better understanding of
the effect of an impact on
the human body, helping
develop safer racing cars

SEPTEMBER 2017
MOTORSPORT

SEPTEMBER 2017 013
MOTORSPORT
Soichiro Honda, founder of the automotive

manufacturer that bears his name, first
coined the quote ‘racing improves the
breed’, but the reverse is equally true –
motorsport has never been afraid to take advantage
of advances made in either the automotive or the
aerospace industries.
So when Japanese vehicle manufacturer Toyota
developed THUMS (Total Human Model for Safety),
a computer model of the human body, with the aim
of obtaining much more extensive information as to
the likely injuries sustained in a crash than a physical
crash test dummy could provide, it attracted interest
from the Global Institute for Motor Sport Safety
(GIMSS) – the official safety partner of international
motorsport governing body, the FIA.
GIMSS first worked with Toyota using THUMS
technology back in 2007, and in 2012 embarked on
a specific study of racing driver spinal injuries. The
2012 study focused on a nasty crash that befell World
Endurance Championship (WEC) driver Anthony
Davidson at the 2012 Le Mans 24 Hours – his LMP1
class Toyota collided with another car and was flipped
into a barrier at high speed, Davidson suffering two
broken vertebrae in his back.
“We saw the opportunity of a serious research
program looking at the causes and potential solutions
to spinal injuries in frontal impacts,” says Peter Wright,
senior research advisor for GIMSS. That particular
study concluded in 2015 and produced some specific
recommendations on seat back angles, seat foams and
harness geometry and that are being incorporated in
forthcoming new LMP regulations.
What is THUMS?
Toyota has been developing the bone until it is broken,” explains
THUMS since the start of Kreuzinger. “It is entirely different
the 21st century. Dr Tjark to using a crash test dummy – if you
Kreuzinger sums it up eloquently increase the force, you simply see an
as “a tool that allows engineers to increasing response from a sensor.”
develop safety systems much better With THUMS, the full crash test
than using crash test dummies”, process takes place in a computer.
Ebrey/BTCC
while adding that THUMS V5 boasts The THUMS model is incorporated
more than one million elements into a representation of the vehicle
compared with the approximately environment, and a simulation is then
100,000 of the first version. run. According to Kreuzinger, “the
The CAE tool effectively models computing power needed to run these
a human body, including all of its kinds of simulations is huge, and over FOUR-PRONGED STUDY
physical properties such as bones, the past 20 years has increased by at
“As with any research you end up answering some
ligaments, organs, muscles and least 100 times”.
skin, drawing on publicly available As an example of a typical THUMS
questions and generating a whole lot of new ones,”
information gained over decades of test, Kreuzinger describes a person’s says Wright. So now a new four-year program has
bio-mechanical research conducted knee being hit by the dashboard. “A been announced with a much wider remit. It will
all over the world. sensor in the upper leg of a dummy be undertaken over four stages, initially analyzing a
A conventional crash test using might record a 3.8kN load, which suite of accidents in Formula 1 and GP2 Series single-
a dummy provides measurements of we know in most adult men will not seater racing, IndyCar single-seaters in the USA, and
forces, acceleration and movement, cause an injury. Increase the load WEC sports cars. “Some of these accidents resulted
but doesn’t provide direct information and we only know statistically that
on what physical damage a person there may be an injury.
in spinal injuries and some didn’t when we expected
would sustain in such a crash. THUMS, “With THUMS, however, I can adapt there would be – we are very interested to find out why
on the other hand, measures strain the profile to an elderly man, female that didn’t happen.”
rather than force, as it is strain that or child, and produce a higher level Motorsport authorities today collect as much data
damages human tissue. of accuracy and quality of information, from a given accident as is possible, and this data will
“Too high a strain causes bones to showing for example whether there provide the essential starting point for the program. “If
start fracturing at one location, and will be a bone fracture resulting from it’s Formula 1 we have data coming out of our ears, if
this then propagates further through the incident.”
it’s a national series, which we find just as interesting,
there’s not so much data gathering.”

SEPTEMBER 2017
MOTORSPORT
Verizon IndyCar Series
Essential to the simulations are the geometry of drivers are smaller than the average male,” explains ABOVE (LEFT): Single-seater
accidents can often be high-
the driver’s environment, the seat and the cockpit area, Kreuzinger. “Racing drivers also have a more or less speed incidents, particularly
the driver’s size, and ideally a crash pulse from an slouched seating position, which is very different in IndyCar racing in the USA
accident data recorder. The complete environment, from passenger car drivers – it’s a completely special LEFT: The latest study will evolve
including such elements as the driver’s helmet and the environment. But our human models have to be to look at sedan car racing such
race harness, is modeled as a finite element model with adjusted anyway for every passenger vehicle that as British Touring Cars – the
study of such incidents has
what Wright describes as a “constantly increasing is under research as they are all very different – highlighted the limitations of
number of elements”. This will all be incorporated seating position, seatback, airbag specification and using dummies in simulations
with the THUMS model into a simulation and the seatbelt pre-tensioners.” ABOVE: Toyota has developed
results analyzed. Wright adds that the conventional Hybrid III THUMS over two decades into a
As road-going passenger vehicle crash testing dummy used in crash tests is simply not designed highly complex computer model
that can provide a great deal of
using THUMS has evolved, Toyota has created a to be put in the position adopted by racing drivers. information to safety developers
family of models, representing adult males, females, “THUMS is very adaptable, you simply need to get
pregnant females, children, more elderly people, the size right and put it in the correct position, which
and such like. These will need to be adjusted for the is defined by the geometry of the seat and such like.”
racing application, as Dr Tjark Kreuzinger, senior After its initial phase, the research program will
manager of safety research and technical affairs at be widened, encompassing lateral impacts in LMP
Toyota Motor Europe, explains. “GIMSS will define sports cars, and then in sedan and GT racing cars
the kind of people we are testing – most racing that employ protective nets in their side windows.
“THUMS is very adaptable, you simply need to get

the size right and put it in the correct position, which
is defined by the geometry of the seat and such like”
Peter Wright, senior research advisor, Global Institute for Motor Sport Safety

SEPTEMBER 2017 015
MOTORSPORT
The tests will be progressive, and Wright expects

the results to determine progress of the program:
“We will look at the results and change direction if
we need to – we have an overall four-year program,
but it may change as a result of what we learn.”
Meanwhile, Kreuzinger is not surprised Toyota’s
research has attracted attention of the motorsport
authorities: “Motorsport has been trying to increase
safety for many years, and it’s only natural that now
we have this tool – creating very sophisticated and
TOP: THUMS model of the driver “The development of nets showed up major problems unique environments – that the FIA will want to use
when seated in an LMP1 car
in using physical dummies for crash tests; it’s a very it to improve motorsport safety.
ABOVE: Anthony Davidson’s difficult area of research and raises many questions,” “It makes sense because they can only use crash
crash at Le Mans has led to the
THUMS collaboration with the says Wright. “We suspect that THUMS might be the test dummies in certain types of impacts – the level
FIA and the first specific program better tool for such tests.” of assessment of race cars you can obtain by using
focused on LMP1 sports cars dummies is limited, so it’s only natural to then look
INSET: The single-seater racing DIFFERENT LOAD at human modeling.”
environment is very different to The final phase will study rally and off-road cars, Wright believes the final outcome of the four-year
the conventional application of
THUMS and requires specifically which Wright describes as an area of motorsport study will benefit all involved. “Toyota has this really
tailored computer modeling with completely different safety challenges. “So wonderful model that it has spent the last 20 years
far, we’ve looked at longitudinal impacts where the developing and which takes a great deal of time to
inclined seating position sends a lot of longitudinal run on a supercomputer, and it has the people it
deceleration up the spine, whereas in rally cars it is needs to drive it,” he says. “We have the accidents
much more of a vertical impact – when they come and we need to do something about them.
off bumps and land heavily, there is a combined “The value to Toyota, we believe, is to help refine
longitudinal and vertical load on the occupants. We and develop THUMS, which of course is mainly a
are concerned about seating positions, particularly road-car development tool. It’s a good collaboration
of the co-driver, who often is crouched over his notes – motorsport provides data you just don’t get from
when the accident occurs.” road cars.” ‹
“GIMSS will define the kind of people we are testing

– most racing drivers are smaller than the average
male. Racing drivers also have a more or less
slouched seating position, which is very different
from a passenger car driver’s environment”
Dr Tjark Kreuzinger, senior manager of safety research and technical affairs, Toyota Motor Europe

SEPTEMBER 2017
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OEM INTERVIEW
In safe
hands
Ahead of the launch of the new XC60
compact crossover SUV later this year,
Malin Ekholm, director of the Volvo Cars
Safety Centre, discusses the Swedish
manufacturer’s approach to developing
crashworthy vehicles in the 21st century
WORDS BY MATT JOY

SEPTEMBER 2017
OEM INTERVIEW

SEPTEMBER 2017 019
OEM INTERVIEW
ABOVE: The new XC60 during Arguably, no OEM has demonstrated such 350-400 crashes per year. Our crash laboratory facility
a frontal offset crash test. Volvo
designed the car to slide to the
commitment to passive safety as Volvo has is fantastic. It was designed both for legal compliancy
side as the crash occurs, moving in its 90-year history. Long before safety and rating testing but also from an R&D perspective,”
the passengers away from the provision was a saleable asset, and even as explains Malin Ekholm, director of the VCSC.
barrier as much as possible such concerns have fallen in and out of fashion with “I have 150 people reporting to me, all of whom
the car-buying public, the Swedish manufacturer has understand the situations and the scenarios that need
continually been at the vanguard of passive safety taking care of. They define the requirements and then
system technology development and innovation. verify everything.”
Contributing significantly to this drive toward The latest vehicle to undergo crash testing at the
innovation has been the Volvo Cars Safety Centre VCSC is the new XC60; it is the third product to
(VCSC); founded in 2000 and located between the come from Volvo under Chinese parent company
company’s Torslanda factory and its technical center Geely and the first of the smaller 60 series vehicles
in Gothenburg in southwest Sweden, it has become to be based on the Swedish OEM’s scalable product
the focus for the brand’s activities and undertakes up architecture (SPA), which is principally shared with
to 400 vehicle crash tests per year. the XC90, S90 and V90 models.
“We carry out one or two crashes every day Although there are major benefits in reducing
depending on how complex they are, and between development time by using shared components,
and though prior knowledge of hardware brings
an advantage in terms of expected results, testing
remains just as intense as ever.
“We carry out one or two crashes “Every single car needs to be understood and
developed on its own,” says Ekholm. “There are
every day depending on how different dimensions in the front and the rear, and
the scalability of the SPA platform means that we
complex they are, and between

can design a completely different car. So, the XC60
needed to be tested in the same meticulous way that
we did for the XC90.”
350-400 crashes per year” BALANCE OF POWER
Malin Ekholm, director, Volvo Car Safety Centre
For the XC60, Volvo turned to Livermore Software
Technology Corporation’s LS-DYNA multiphysics

SEPTEMBER 2017
OEM INTERVIEW
Recognizing safety
Such is Volvo’s commitment to Lindman. “Our main goal is to make
furthering vehicle safety that our roads a safer place for everyone.
the Swedish car maker was This is why Volvo places so much
recognized earlier this year by the importance on understanding real-
National Highway Traffic Safety world data. We do not engineer our
Administration (NHTSA) for improving cars to just pass safety tests – we
traffic safety and reducing fatalities engineer them to save lives. That
and serious injuries on US roads. has always been our starting point.”
Per Lenhoff, senior manager, and Lindman and Lenhoff join a
Magdalena Lindman, technical expert growing number of Volvo safety
in traffic safety data analysis, who engineers that have received this
work at the Volvo Cars Safety Centre, award over the years for their work
and contributed to the development on groundbreaking safety innovations.
of the new XC60, were honored for “We’re very pleased that Magdalena
their work on systems such as run- and Per have received this recognition
off-road occupant protection and from NHTSA for all their outstanding
physical and CAE test methods that work,” says Malin Ekholm. “Our vision
capture and replicate real-life crashes. is that no person should be killed or
“We are delighted to receive this seriously injured in a new Volvo car
recognition for our work,” comments by 2020.”
simulation software. Some 30,000 simulations were

performed during the new compact crossover SUV’s
development phase, backed up by 60 full-scale vehicle
crash tests.
While the quality and value of simulation software
continues to improve and play an ever-increasing part
in vehicle development, Ekholm is keen to stress the
validity of both methods in crash testing: “Using CAE,
you can vary the vehicle’s speed, direction and adjust
the offset; if you perform a front-on crash, you can do
a 40% or 30% offset and that builds in a robustness.
“When you perform a full-scale physical crash test
it tends to be a one-off; you do it at one speed, in one
direction, using one barrier, and that is done both
from a correlation perspective and for legal and rating
purposes. Some physical tests, such as low-speed
front impact tests, which don’t affect the vehicle’s
structure, allow you to use the same vehicle for another
test, such as a roof impact test. But most high-speed
or high-impact tests mean that you can’t use the same
TOP: Using one fixed and one
vehicle again. NO TIME FOR DUMMIES moveable test track, collisions
“So, there will always be a need for both methods, The constant evolution of CAE software brings with it can be adjusted from 0 to 90°.
because the closer we can get to understanding the increased potential, in terms of shortening development This allows for various tests
effects of a crash on a vehicle and its occupants in the times, reducing the need for expensive physical tests to take place, including frontal
impacts, rear-end collisions,
virtual world, the closer we will get in the real world,” and improving results. Indeed, for Ekholm, it is the side impacts, and collisions
Ekholm adds. potential removal of another physical element in the between two moving cars at
She also believes that “in the future, physical crash crash test program that is of particular interest. different angles and speeds
testing will be very much focused on reproducing what “One very interesting trend is the development of ABOVE: The laboratory’s crash
is seen in the field”, however she maintains that there next-generation virtual human body models, which block weighs 850 tons and can
be moved by using air cushions.
will always be a “need to perform physical crash tests” you can work with within CAE development,” she Different crash barriers can be
at Volvo. says. “One of the challenges with crash test dummies built on three sides of the block

SEPTEMBER 2017 021
OEM INTERVIEW
For the rollover test, an XC60

test vehicle was launched
across from a hydraulic press
at 50km/h (31mph) where it
then rolled across the tarmac
“We work with dangerous scenarios where people have either

been seriously injured or killed, which allows us to understand
what actually happened in the car and to the people”
Malin Ekholm, director, Volvo Car Safety Centre
passive safety as well as its approach to overall vehicle

development. Since the 1970s the company has been
collecting data from real-life accidents involving Volvo
cars, and this database contains in-depth knowledge
about what happened to the vehicles and – where
allowed – to the people involved, and what happened
to them biomechanically.
This data is then coded into Volvo’s database and
cross-referenced with global data to provide a crucial
insight into the performance of its cars in real-world
crash situations.
“We work with dangerous scenarios where people
have either been seriously injured or killed, which
allows us to understand what actually happened in
ABOVE: The Volvo Cars Safety is that they are unidirectional; there are side-crash the car and to the people,” Ekholm explains.
Centre’s crash test lab makes it
possible for the OEM to replicate
dummies and front-crash dummies, but the human “From there we can then develop better vehicle
most accident scenarios that can body and the situation in the field is multidirectional. functionality and new innovations that help keep
occur in real-life traffic situations “There are many great developments concerning people safe, such as crumple zones in the seats and
virtual crash test dummies and all of the possibilities our Run-off Road Protection system. This all comes
you have with multidirectional variations in size, so I from having that detailed information.”
think this – along with integration of biomechanical Volvo also takes its research further, reproducing
data into simulations – will be an exciting next step.” a real-life crash once or twice a year. “When you put
crash test dummies into the vehicle, you get a lot of
FROM A&E TO R&D information about the forces and what the human
In conversation with Ekholm there is an obvious pride body experiences in a crash,” Ekholm adds. “That’s
that she takes in Volvo’s commitment to improving where we learn a lot more.” ‹

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AMBULANCE CRASHWORTHINESS
Protect
and save
Pioneering collaborative research has led to the development
of 10 crash test methods specifically designed to improve
worker and patient safety in ambulances across the USA
WORDS BY SIMON PARKIN. ILLUSTRATION BY SCOTT GARRETT
James Green, lead project officer and safety

engineer at the National Institute for
Occupational Safety and Health (NIOSH)
– part of the Centers for Disease Control
and Prevention within the US Department of Health
and Human Services – recently asked a roomful of
emergency services workers if any of them had ever
worked in the back of an ambulance without wearing
a seatbelt. Every single hand in the room went up.
“Then I asked how many had ever been thrown to
the floor while working,” recounts Green, speaking
from NIOSH’s headquarters in Washington DC.
Once again, every hand in the room went up. “You
cannot talk to an EMS [emergency medical services]
crew that hasn’t had some level of injury while in an
ambulance,” he claims. “Often it’s just a bump or a
bruise, but every time someone travels in the back of
an ambulance unrestrained there’s the possibility of a
much more serious injury.”

SEPTEMBER 2017

SEPTEMBER 2017 025
“Our initial research opened a lot of people’s eyes

because, during the frontal crash tests, the patient’s
cot separated from the floor. It had never been crash
tested before. That raised a lot of eyebrows”
James Green, lead project officer and safety engineer, National Institute for Occupational Safety and Health
INSET: Modular bodies

are being improved to
hold up better during
crashes as a result of
NIOSH’s front, side
and rear crash tests
A 10-year review of
major ambulance crashes
conducted by the National
Highway Traffic Safety
Administration (NHTSA)
found that 84% of medical
staff working in the patient
compartment were not wearing
their seatbelts at the time of the
crash. Ambulance workers are not
exceptionally reckless; wearing a
seatbelt is merely at odds with the job’s
demands, which often require unrestrained access
to properly tend to a patient’s needs, collect supplies
and communicate with the driver and the hospital.
Ambulances are, nevertheless, at high risk of being
involved in an accident. Between 1992 and 2011 there
were an estimated 1,500 crashes annually in the USA
involving an ambulance. “It’s not a safe place to be,
in the back of a box, speeding down the interstate,
highway or through busy city streets,” says Green, a
former aerospace engineer with NAVAIR (US Navy
Naval Air Systems Command).
Despite the risks involved, the gross weight of an
ambulance has meant that, in the USA and in many
other countries, this type of vehicle falls outside of
the requirements for standard crash testing. In fact,
Green says that he is unaware of any ambulance safety
standards around the world that are based on crash
data. Green and his team at NIOSH have been working
to change this.
STANDARD BEARERS
With co-funding from the US Department of
Homeland Security’s Science and Technology
Directorate, and in partnership with the ambulance
manufacturing industry, NIOSH research has
contributed to the development of 10 crash test
methods, recently published by the Society of

SEPTEMBER 2017
LEFT AND BELOW:
Better seats are being
used in ambulances,
and manufacturers are
doing dynamic tests on
their seats in order to
achieve this standard
BOTTOM: Portable
devices are now being
secured by brackets and
cabinets (with improved
latches) that hold securely
when an accident occurs
Automotive Engineers. The tests are tailored to the

specific requirements of ambulances, and the hope
is that they will lead to the development of improved
patient and worker restraints, sturdier equipment
mounts, a reduced risk of flying objects injuring
occupants, and a stronger, safer patient compartment.
“A larger vehicle such as an ambulance is stiffer
than a car, so if it crashes it transmits more energy
into the patient compartment,” explains Green. “If
you compare the crash energy in a front, side and
rear impact, it’s far greater than in a car. So these crash
tests give us a much clearer idea of what the patient
compartment in a stiffer, heavier vehicle must be able
to withstand.”
Crash testing an ambulance has a raft of specific
requirements. For example, one of the crash tests
examines the unique devices and mounts found in
the rear of an ambulance. “Cars do not have a standard
test for an equipment mount,” Green says. “Then our
seats go in all different directions – forward, sideways,
at 45° angles – so we had a unique challenge that you
don’t see in passenger automobiles.”
Another test examines the movement of an EMS
worker’s head in a crash. “The more the head travels,
the further away we have to put equipment in order
to be safe,” says Green. “The head moves a tremendous
amount when using just a regular lap belt, so we are
trying to move people toward using a three-point belt
as in automobiles.”
Newer cot retention

systems are now
available, replacing
older antler systems

SEPTEMBER 2017 027
Get to know the new methods

Given the evolution 1.SAE J2917: Crash pulse from frontal
of ambulance design, impact
NIOSH’s research
2. SAE J3026: EMS worker seating and
sought to enhance the
structural integrity and restraint integrity
crash survivability of both 3.SAE J3027: Patient cot, floor mount, and
the vehicle and occupant, restraint system
improving worker safety and 4. SAE J3043: Ambulance equipment mount
security while still allowing devices and systems
them to do their jobs.
5. SAE J3044: Crash pulse from rear impact
A seven-part video series
covering the development 6. S AE J2956: Crash pulse from side impact
The first of NIOSH’s ambulance tests was carried of the 10 new crash test 7. SAE J3057: Modular body (or box style)
out in 2003 in Toronto, Canada, in conjunction with methods (listed right) was integrity
the Canadian and US armies. At the time, in order to released in May to coincide 8. S AE J3058: Storage compartment integrity
with this year’s National 9. SAE
J3059: Measurement of EMS worker
investigate crash safety in medical vehicles, the US
Emergency Medical Services
Army had a small program that was run by David Week. Some of those videos
head movement during a crash event
Tenenbaum, a PhD researcher who had broken both can be viewed by visiting 10.SAE J3102: Floor integrity test to hold
of his legs in the back of an ambulance while he was http://bit.ly/2upUtXT. patient cot
an EMS worker.
“Our initial research opened a lot of people’s eyes
because, during the frontal crash tests, the patient’s the patient compared with an emergency response ABOVE: Test results recommend
that EMS agencies advocate
cot separated from the floor,” recalls Green. “It had vehicle. But regardless of the requirements, I believe for seatbelt use in the patient
never been crash tested before. That raised a lot of that the tools we have provided can enable you to compartment, as well as for
eyebrows. We also showed that the patient, even if design an ambulance that will keep EMS workers use of patient shoulder
using the harness, would slide more than 30cm along seated virtually all of the time and still allow them restraints at all times
the cot and strike the worker.” to reach their equipment.” BELOW: The 10 new
crash test methods
aim to create safer
THE RIGHT RESTRAINTS ADOPTION ISSUES compartments
Green says that his ultimate goal is to improve worker Though progress has undoubtedly been made, making in ambulances
safety. Fifteen years ago he was first introduced to these 10 crash tests a legal safety requirement for all for both the
patient and
ambulance worker safety in the patient compartment ambulances in the USA remains a challenge. EMS worker
after reading research into the safety of transporting “Until someone adopts the 10 test methods and
children in an ambulance. The research revealed how requires them in their state, it doesn’t necessarily
the majority of EMS workers travel unrestrained. translate into a change in ambulances,” says Green.
Thinking back to his time working in the military, “We are now getting the tests incorporated into the
Green recalled how army helicopters are fitted with national standard as reference documents.”
gunner’s restraints that allow soldiers to sit or stand Once the tests are in the document, called the GSA
in a vehicle. purchase specification, they should be followed. “But
“I wanted to add that same type of system to an we are finding that states and buyers have not been
ambulance,” he says. Findings from the early test following it,” admits Green. “The regulatory process
work in Canada made an immediate impact: some needs some reinforcement. It’s not black and white.” ‹
ambulances adopted these helicopter-style restraints
for seated or standing workers.
Aware of NIOSH’s work, NHTSA began to collect
and collate injury data from ambulance crashes. Since
then, 40 full crash investigations – many involving
fatalities – have been carried out. Armed with this
data, in 2009 Green was able to propose a follow-on
project to develop the 10 test methods. Each test is
carried out at a different test facility in the USA. The
side impact testing, for example, is performed at a
facility in Wisconsin, roll testing and rear impact in
Indiana, and seating in Virginia.
Using data gathered from the tests, Green has also
collaborated with the National Institute of Standards
and the US Department of Homeland Security on the
development of a new compartment design guidebook.
The guide enables vehicle manufacturers to work with
EMS providers to redesign its ambulances according
to specific requirements.
“Those requirements can be wildly different,” says
Green. “For example, an ambulance that works as a
transport service needs different equipment to access

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LEGISLATION
Frontal impact crash protection is legislated (40mph) ODB test. Note that the Regulation 94 test
through the General Safety Regulation. It has a speed of 56km/h (35mph). The good performance
is however generally agreed that a major observed in these tests clearly show that both heavy
step to improve frontal impact legislation M1 as well as these N1 vehicles have the possibility to
and help worldwide harmonisation is to introduce an meet the requirements of Regulation 94. Expansion of
integrated set of tests containing both a full width the scope is particularly important to further assess
and an offset test. A full width test is required to the vehicle’s fuel system integrity, protection against
provide a high deceleration pulse to control the electrical shock (in case of EVs) and door latch
occupant’s deceleration and check that the car’s resistance, as these are also assessed as part of the
restraint system provides sufficient protection at high test procedure.
deceleration levels. An offset test is required to load Regulation 137 test speed is 50km/h (31mph),
one side of the car to check compartment integrity. which is lower than the 56km/h (35mph) for US
An important step under consideration for the FMVSS 208. The basic set up consists of a 50th
medium to longer term includes an improvement of percentile Hybrid III male in the driver’s seat and a
protection for the full range of occupants. This could 5th percentile Hybrid III female in the front passenger
be addressed by using a full width crash test with the position. Both dummies must meet a Thorax
new generation THOR dummies. Two further steps Compression Criterion (ThCC) of 42mm, compared
would be to address occupant protection in case of with the current US chest compression of 62mm
small overlap collisions, as well as that of partner (1.65in) for the 50th Hybrid III and 52mm (2in) for
Accide
protection when two vehicles collide head-on, also the 5th Hybrid III albeit at the higher speed. By 2020,
known as crash compatibility. the companion 01 series of amendments would
Euro NCAP assessed the frontal crash performance increase the ThCC stringency to 34mm (1.34in) for
of a selection of vans and pickups using a 64km/h the 5th female ATD.
mitigation
The European Commission has published a report containing a list
of technologies that it is aiming to make mandatory as part of its
target to reduce road fatalities to below 15,000 across the EU by
2020. Here CTTI presents an abridged version of the report as it
pertains to the Commission’s proposed crash test methods
WORDS BY EUROPEAN COMMISSION

SEPTEMBER 2017
LEGISLATION
dent
SEPTEMBER 2017 031
LEGISLATION
The European Commission has

suggested that revisions to frontal
crash tests, side crash tests and
rear crash tests may help to
reduce the severity of vehicle
accidents when they occur
The technical feasibility of protection against injury data due to barrier impacts low down below
longitudinal small-overlap collisions is demonstrated the height of the seated dummy. Thus, the test is not
by the response of OEMs to the new IIHS small overlap worthwhile from the point of view of occupant injury.
test. IIHS has used the Regulation 94 test (albeit at a However, fuel system integrity, protection against
higher test speed of 64km/h/40mph) to assess vehicles electrical shock and door opening are also assessed as
with a gross vehicle mass in excess of 2,500kg, thus part of the test. To assess these factors it is proposed
demonstrating that the test is suitable for assessment that the exemption is removed. Note that the test for
of vehicles with a higher mass. currently exempted vehicles could be performed
Despite the fact that they are involved in similar without dummies to reduce cost.
accidents, in the past it was recommended that the Vehicles perform well in the current Euro NCAP
scope of Regulation 94 should not be expanded to pole test, which is similar to the Regulation 135 one,
include heavier vehicles (> 2,500kg/5,512 lb and which demonstrates clearly that current vehicles can
< 3,500kg/7,717 lb) because this may increase their meet the proposed test requirements. There now seems
stiffness and hence encourage them to become more to be a sufficient technology base so that far-side
aggressive. However, the introduction of a full width protection can be evaluated and rated by side impact
test should counteract this because if the vehicle is testing. The Regulation 135 pole impact test is suitable
made too stiff then it will be unable to meet the for regulatory application.
requirements of Regulation 137. Rear impact testing is not mandatory in the EU,
The Regulation 137 full width test is but it has been regulated in the USA and Japan for
suitable for regulatory application. many years, notably linked to fire-related deaths.
However, an EC study indicates that the Therfore it may be expected that many vehicles on
benefits that it may deliver may not be the EU roads currently already comply with one or
significant because most current vehicles both countries’ standards. Modifying EU legislation
woud meet the requirements without to include a compulsory rear impact test would aid
modification. To deliver benefit THOR the process of harmonising vehicle regulations. For
Hybrid III dummies (which are more this purpose, it is recommended that the rear impact
biofidelic for thorax injuries) should be test in UNECE R34 is made mandatory for the EU.
introduced into the test. Also R34 should be updated to include post crash
The small overlap test used by the IIHS since 2012 electrical safety as in Regulations 94 and 95 for the
would be suitable for regulatory application. Benefits rear impact test.
could be significant because although the target A mandatory rear impact test could be deemed
population is not that large, effectiveness may be much less relevant if the fuel tank is not located near
high because of countermeasures likely to reduce the rear of the vehicle, notably behind the rear axle.
high cost head and lower extremity injuries. We should however also not forget that post-crash
electric safety should also be assessed as a part of the
SIDE EFFECTS rear impact test when high voltage parts of electrically
Side impact remains an issue on EU roads. Between propelled vehicles are located at their rear. These
29 and 38% of all car crash fatalities occur in side conditions should therefore be incorporated in the
collisions where 60% are seated at the struck side and existing regulation that can then be introduced on a
40% at the non-stuck side. To reduce the number of mandatory basis as part of the review of the General
casualties here, an updated mobile deformable barrier, Safety Regulation. ‹
representing a larger and heavier car impacting into
the side of the struck vehicle, could be introduced Acknowledgement
into the test. This article is based on the European Commission’s
There is currently an exemption for vehicles with report to the European Parliament and the European
high seating positions because of a lack of dummy Council, Saving lives: Boosting Car Safety in the EU

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UNIVERSITY FOCUS
Damage
limitation
Innovative crash test simulation software
developed by researchers at Queen’s
University Belfast could help to improve the
safety of composite-built passenger vehicles
WORDS BY MAX GLASKIN

SEPTEMBER 2017
UNIVERSITY FOCUS
“Our central objective, however, is developing a truly

predictive computation tool that minimizes the extent
of physical crash testing required”
Professor Brian Falzon, head of school, Mechanical and Aerospace Engineering, Queen’s University Belfast

SEPTEMBER 2017 035
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UNIVERSITY FOCUS
Why is the BMW i3 underpinned with Now a US$4.5m EU-funded project could change
aluminum, even though it has carbon that, with research into the development of state-of-
composite body parts? And why does the-art computational damage modeling that reduces
the Alfa Romeo 4C have aluminum crush the need for physical crash tests and makes it easier
tubes, despite being clad with composite panels? Put to predict accurately how a composite structure will
simply, there isn’t enough confidence that passenger- behave on impact. The model is being developed and
carrying carbon-fiber composite automotive structures refined by Queen’s University Belfast, in Northern
can reliably absorb impact energies. Overcoming this Ireland, in collaboration with McLaren-Honda F1, ABOVE: The computational
lack of confidence will see composites being used in CRF (Fiat’s research center), Bombardier, DLR damage modeling tool being
more of the vehicle widely to reduce weight. (German Aerospace Centre), and a host of other developed by Queen’s University
Belfast could reduce the need
The difficulty, however, is that composites are more research organizations. for physical crash tests and see
complicated than metals. Their characteristics can be cars such as the Alfa Romeo 4C
changed in so many ways that simulations of their COMPLEX PHENOMENA forego aluminum components
in favor of carbon-fiber designs
behavior on impact cannot be done reliably without The five-year project is being led by Prof. Brian
having completed physical crash tests of the material. Falzon, head of Queen’s University Belfast’s school BELOW: Using the software,
OEMs can test how vehicles
Currently, changes in the part being modeled, such of mechanical and aerospace engineering. “The main would withstand an impact,
as a new lay-up, may have to be preceded by more challenge has been capturing the underlying physics meaning changes can be made
physical crash tests before any more simulations. So of the complex phenomenon of composite failure and to designs to improve safety
the time- and cost-saving benefits of virtual crashes crushing, and representing it within a damage and
are quickly lost through repeated real-world testing. fracture mechanics framework,” explains Falzon.
Beyond modeling
The full title of the project Some other functionalities of nano-
being researched by Queen’s enhanced composites are also being
University Belfast is: investigated. While they may not have
Improving the crashworthiness of any immediate significance for road
composite transportation structures, vehicle crashworthiness, potential
which means it includes a number future benefits cannot be ruled out.
of work packages that go beyond “We are looking at how carbon
modeling. It is also about material nanotube enhanced composites
developments that can improve the might improve lightning-strike
passive safety of vehicles. protection for aircraft,” says Falzon.
“Some work packages are looking “Even though carbon fibers are very
at the introduction of nanoparticles conductive, they are embedded in a
into composites,” says Prof. Brian matrix, so the overall structure isn’t
Falzon. “We are looking closely at very conductive. Aircraft wings have
nanoscale constituents and whether to have a fine copper mesh spread
there are any nanoparticles that we over them so that a lightning strike is
can introduce in order to improve distributed. The industry is interested
energy absorption. Can that be done in improving the conductivity of such
without compromising the properties wings. We have looked at nanotube
you want to preserve? That becomes assemblies incorporated within
quite a complex problem.” resins to improve conductivity.”

SEPTEMBER 2017 037
UNIVERSITY FOCUS
“Our central objective, however, is to develop a truly

predictive computation tool that minimizes the extent
of physical crash testing that is normally required”
Prof. Brian Falzon, head of school, Mechanical and Aerospace Engineering, Queen’s University Belfast
In other words, the high fidelity of the model can

reveal exactly how the energy is being dissipated in a
crash event. And the model can be run again without
a requirement for any more physical crash tests if the
structure is altered but the material system remains
the same.
“Only a single test program is required for a given
composite material system,” says Falzon. This will
likely resonate with OEMs, who know all too well
that minimizing physical testing reduces costs and
saves time.
ECONOMIES OF SCALE
The starting point is to characterize the material at
ABOVE: The software allows
researchers to perform finite Composites differ from metals in that their energy the ply level. “We refer to it as the mesoscale,” says
element based simulation of absorption is highly dependent on the lay-up (for some Falzon. “The microscale is the fiber and matrix, and
process modeling, damage and laminated structures) and fiber architecture (for woven the macroscale is where you have a large structure,
crushing of composite structures
lamina). “It’s actually also a function of the geometry,” such as a part of a car.” At the mesoscale, every ply is
asserts Falzon. “So if there are drastic changes in either modeled individually. “If we model a coupon we can
the lay-up or the shape, for example, extensive coupon predict exactly where the damage is happening, how
tests are required in order to capture those variations. much energy is being dissipated by fiber failure, how
Our central objective, however, is to develop a truly much by the matrix, and even how much by friction
predictive computation tool that minimizes the extent between all contact surfaces.”
of physical crash testing that is normally required.” To model a whole structure at this level of detail,
To achieve this, Falzon and his fellow researchers however, would be unrealistic computationally, but
have developed appropriate material characterization the data from the mesoscale model at the ply level
tests to the extract required damage parameters, such can be exported to a macroscale model for large-scale
as intralaminar fracture toughness. “Through coupon crash analysis. “We can link the information we get
crush tests, which showed excellent correlation with from our mesoscale model to the larger computational
experimental results without the need for tweaking model so that we can transfer information between
or calibration, we were able to extract how much scales,” says Falzon.
energy was dissipated through things such as fiber Anything that makes cars safer and better has to
breakage, delamination, matrix damage and friction.” be a good thing, particularly if there are savings in
development times and costs. “There are some major
On the horizon benefits in exploiting this type of simulation and I
would be interested to meet with OEMs to discuss the
Modeling the crashworthiness of composite passenger vehicle parts potential. We are already working with one Formula
may become even more complicated than they are now as newer 1 team, which we see as a niche pursuit, and so any
materials are introduced. In preparation for this, Queen’s University further development of our computational capability
Belfast’s EU-funded project is planning ahead. should receive much wider interest,” says Falzon.
“We’re also looking at semi-structural thermoplastics. They are known as
“I am interested in generating as much impact with
self-reinforced thermoplastics because instead of having carbon fiber as the
reinforcement in a resin, the reinforcement is also made from the resin but is this research as possible,” he says, “We have a model
introduced at a different phase,” says Prof. Brian Falzon. “It’s just that the that we have been working on for many years. Like
processing parameters are such that their material properties are different. anything else in science, we’re continually improving
You could get a dry fiber and, through controlled heating, melt the outer it, and as the materials get more complicated we may
surface to give the matrix phase.” need to tweak the model, like any bit of software.
What has this innovation got to do with passive safety system testing? “We’re “I’ve had some initial talks with OEMs but it’s been
interested in its possible exploitation for pedestrian safety if you wanted to use
easier to have interaction with the high end of the auto
a similar material on bumpers. Or it could have an application for the interior
of a cabin,” says Falzon. “There’s a research project there into how we can
market and we’re doing that now, with F1. My deal is
optimize the various parameters of the reinforcement of the matrix to enhance non-exclusive and now I really want to engage with a
energy absorption.” volume vehicle producer because that is where the real
potential is.” ‹

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WORDS BY JOHN THORNTO

SEPTEMBER 2017
COVER STORY
In total, the expansive

TFS building was made
using around 7,000 tons
of steel – almost as much
as that in the Eiffel Tower

SEPTEMBER 2017 041
COVER STORY
Late last year Daimler opened its new

crash test center at its technology center
for vehicle safety (TFS) in Sindelfingen,
a German town near Stuttgart at the
headwaters of the Schwippe River. Representing a
nine-figure investment, it is the latest addition to
a locale that also boasts a new driving simulator,
climatic and aeroacoustic wind tunnels and driving
integration center.
Constructed over a three-year period, between the
autumns of 2013 and 2016, the TFS is an imposing
architectural feat. It measures 170 x 279 x 23m
(558 x 915 x 76ft) on a 55,000m 2 (592,000ft 2) land
area, and has thus been designed to be at the cutting-
edge of passive safety system testing. As well as
catering for conventional crash tests for passenger
vehicles, the TFS’s circuit concept also makes new
test configurations possible, including vehicle-to-
vehicle collisions from all angles, automated driving
maneuvers with a subsequent crash, and crash tests
with trucks.
In total, around 70 different crash configurations
are possible, including frontal crashes (with varying
degrees of overlap), rear impacts, side impacts with
moveable barriers and lateral pole impacts, as well
as rollover tests. Furthermore, a new test sled facility
has been installed to evaluate components and all-
new methods to measure vehicles before and after a
crash have also been implemented. There are also
angled tracks, a gradient/rollover ramp for rollover
tests and a test stand for head impact tests.
The TFS has also been future-proofed to meet
next-generation test requirements. For example, its
longest crash track is more than 200m (650ft) and
there are five crash blocks (weighing up to 540 tons),
including one that is moveable and another that can
be rotated around its vertical axis. To enable efficient
operation, both these blocks are preconfigured with
a different barrier on each of their four sides. Thanks
to a mobile portioning system, up to four crash tracks
can be in operation at the same time.
“With the test facilities at the new TFS, we can not
only cover the requirements of current legislation and
rating standards, but we are also equipped for the
future,” says Dr Rodolfo Schöneburg, head of vehicle
Drop and roll

As well as conducting the 40 different
impact configurations required for ratings
and worldwide vehicle homologation at
the TFS, Daimler’s safety engineers also perform
their own in-house crash tests. These include
the roof-drop test, where a vehicle body falls
from a height of 50cm (19.7in) and at a slight
incline onto the roof structure, so that initially
only one of the two A-pillars is affected. In this
load case the test regulation only allows defined
plastic deformation in order to maintain the
protective area. In addition, a new rollover test
used to verify airbag deployment logic and
validate automatic emergency call systems sees
a vehicle accelerated onto a 2m-high (6.6ft) sled
and fed onto an inclined 20m-long (65.6ft) ramp,
which can be adjusted from 25° to 50°.

SEPTEMBER 2017
COVER STORY
“With the test facilities at the new TFS, we can not only
cover the requirements of current legislation and rating
standards, but we are also equipped for the future”
Dr Rodolfo Schöneburg, head of vehicle safety, Mercedes-Benz Cars
Did you know? ABOVE: Guests to the official

• Mercedes-Benz’s first-ever crash test took place opening of the TFS in December
• Side markings that resemble QR codes along the on September 10, 1959, on open ground close to 2016 witnessed the new E-Class
crash tracks provide orientation to a drone that the Sindelfingen plant, with a test vehicle driven undergoing crash evaluation
flies along the track before a crash to ensure no head-on into a solid obstacle. FAR LEFT: There are around 120
personnel are there. ATDs, which are prepared for
• Daimler’s current development program for new tests in a temperature-controlled
• Glass panels covering the pits are 11cm (4.3in) ready-to-produce models comprises some 15,000 workshop. Each of the dummies
thick and can withstand the weight of trucks. realistic crash test simulations and more than 150 has up to 220 measuring points
• TFS personnel can cover the facility over long physical crash tests.
distances using three-wheeled electric scooters • Some sled tests at the TFS allow non-destructive
called ants. They have a top speed of 22km/h testing of bodyshells and individual components
(13.7mph) and can carry up to 50kg (110 lb) of such as restraint systems.
items with an additional luggage carrier.
• Before a crash, test vehicles are accelerated up
• The 120 crash test dummies housed at the TFS to top speed within seconds using steel cables
cost up to US$828,000 in total, and are brought driven by electric motors.
from the store to the temperature-controlled
dummy lab by a lift system. • At least one test bodyshell for each Mercedes-
Benz model series is kept in stock at its high-bay
• Following a crash test, the test vehicle is rotated warehouse for testing in the workshops below.
360° around its longitudinal axis by a turning
mechanism to assess fuel tank leak tightness. • Daimler opened its first crash test facility in 1973.

SEPTEMBER 2017 043
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safety at Mercedes-Benz Cars. “This applies both to

future crash test configurations and to new vehicles
with alternative drive systems or assistance systems.”
Thanks to the new operating concept and system
layout, around 900 crash tests and 1,700 sled tests
can be carried annually out at the TFS. So it’s clear
that passive safety remains a priority at Daimler, even
in an age when nearly all modern cars are equipped
with numerous assistance systems that maintain
their awareness at junctions or in stop-and-go traffic.
“The principal goal is to prevent accidents,” says
Schöneburg. “When this proves unsuccessful, the aim
is then to mitigate the consequences of an accident.
This is where passive safety continues to be important,
maintaining an intact passenger compartment and
giving the best possible occupant protection with ABOVE: The moveable block, In the crash hall, test vehicles are accelerated to
restraint systems. weighing more than 110 metric impact speed by a cable pulley system powered by
tons, can be laser-controlled
“It may be that, owing to the great advances in DC electric motors with a rated output of higher than
BELOW: With four tracks in total,
vehicle assistance systems in recent years, there is an Messring’s M=Sync control
600kW. Thanks to an innovative redirection system,
impression that nothing really new is to be expected system enables up to four areas acceleration in both directions is possible. However,
in the field of passive safety. This however is a false to be operated at the same time work is currently underway to allow test vehicles
impression.” (including EVs and FCEVs) to be freely programmable
and move under their own power.
BUILDING THE FUTURE “The conventional method meant accelerating the
While construction of the TFS began in 2013, its vehicle along the crash track using a draw table,” says
genesis dates back more than 10 years, when initial Schöneburg. “This meant that vehicles could only
planning established a list of exacting requirements. travel in a straight line before the impact. The key
Indeed, with hundreds of millions of dollars being feature in the TFS is that in the foreseeable future we
ploughed into the new building, the TFS represents will for the first time be able to actuate the vehicle’s
one of Daimler’s biggest-ever projects. accelerator, steering and brakes directly, enabling
Challenges included a stipulation that no pillars cornering and more complex driving maneuvers.”
were to be allowed in the crash test hall, which has Daimler says it plans to make this possible by
resulted in an unsupported roofed area measuring using a dedicated interface that negates the need
90 x 90m (295 x 295ft) – larger than an international for an onboard steering or gearshifting robot, which
soccer field. To achieve this obstacle-free design, five would otherwise occupy the space required for crash
large steel cross-members (each weighing 210 tons), test dummies.
7,000 tons of steel and 36,000m 3 (1,270,000ft3) of Other challenges included a requirement for
concrete (equivalent to a 40km-long [25-mile] line the floor of the crash tracks to be perfectly level, a
of concrete mixer trucks) were used. necessity for test procedures with mobile barriers,
As a result, the area is suitable for vehicle-to-vehicle where lateral impacts are simulated. As such, the
evaluations (such as a fishhook and lane changes) with maximum tolerance of the floor is 5mm per 100m
impact angles from 0° to 180°. Here, a variable above- (0.2in per 328ft). Below surface level, a temperature-
ground rail system is installed in the floor of the track controlled floor slab (which uses waste heat from the
for attachment of steel cables. Increments of 15° are adjacent climatic wind tunnels to maintain a constant
preconfigured, but any angle is possible. Furthermore, temperature in the hall) rests on 500 concrete pillars
if the rail system is not needed it can be removed to driven 18m (59ft) into the ground.
create a large, level surface for other evaluations, such Furthermore, glass-paneled pits 5m (16ft) below
as braking or skid tests. the collision points of the crash tracks house high-
X marks the spot

With the Fraunhofer Institute computer-based simulation models
for High-Speed Dynamics, to improve the reliability of crash
Ernst-Mach-Institut (EMI), in simulations in forecasting the effects
Freiburg, Germany, Daimler is testing of real-life crashes.
the application of x-ray technology The teams are also investigating
in crash tests for the first time at the alternative restraint concepts,
Tech Center i-protect. Here, ultra- specifically with regard to the highly
fast x-ray technology produces still automated nature of driving in the
images of defined areas in razor- future. In the virtual world, muscle-
sharp quality during a crash test controlled movements mark a major
and looks inside safety-relevant step towards active use of the digital
components to assess their behavior. human body model in place of the
Furthermore, the data from the dummy in the development of new
x-ray can then be combined with preventive protection concepts.

SEPTEMBER 2017 045
COVER STORY
speed cameras (capable of capturing up to 1,000 ABOVE: Being able to crash test
trucks is a huge advantage for
images per second) that film the impact from below. Daimler, which also develops
A guiderail, measuring 70mm (2.8in) rather than its own standards and methods
180mm (7in) as in the previous system, means RIGHT: Component evaluation
that nearly the entire underbody of a vehicle can be also forms a bulk of the work trucks,” enthuses Dr Uwe Baake, head of product
filmed – something that wasn’t previously possible. carried out at the center, with development at Mercedes-Benz Trucks. “We [will]
around 1,700 sled tests able
to be conducted per year
save lives with the findings obtained from these
HEAVY DUTY BELOW: Each vehicle is carefully
crash tests.”
Thanks to its considerable size, the TFS also enables measured at every point – in a
reproducible crash tests with heavy commercial pre-crash and post-crash state REFINE AND MEASURE
vehicles in an enclosed hall for the first time in BOTTOM: The TFS is the latest For the fine-tuning of restraint systems, including
Daimler’s history. Here, 7.5-ton semitrailer tractors addition to Mercedes-Benz’s seatbelts, airbags and child seats, TFS engineers can
expanded Technology Centre
or trucks with a width of around 2.55m (8.4ft) and in Sindelfingen. It neighbors a
conduct tests on four different sled systems (which
height of up to 4m (13ft) can be tested at speeds of driving simulator, wind tunnels can be transferred to the test facility without the use
between 20km/h and 50km/h (12.4mph and 31mph), and Powertrain Integration Centre of a crane) covering an acceleration/deceleration range
reflecting real conditions. from 0-120g.
Two impact tests with two Mercedes-Benz Actros Two of the sleds are powered by linear electric
models (a three-axle 2548 L tractor with mounted motors in order to meet reproducibility and precision
swap body and a two-axle 1845 LS semitrailer tractor) requirements for acceleration and destructive crash
have been performed in the new complex so far. Both tests. Daimler engineering staff have also developed
involved a truck driver being suddenly confronted a tandem sled procedure for filming sled tests
with the end of a traffic jam and colliding with a themselves. Previously a camera was mounted on a
stationary semitrailer combination. boom, which had to be accelerated and braked along
Other major crash tests carried out at the TFS with the sled, reducing its payload. However, in the
for trucks include impacts against a solid wall with new system a tandem sled fitted with cameras on
full overlap; front crashes between a truck and a car, each side moves in parallel with the test sled.
at different speeds, degrees of overlap and impact The two other systems are a hydraulic catapult
angles; driving up a rigid, 200mm-high (7.9in) curb system and a hydrobrake and sled that is decelerated
barrier at 40km/h (25mph); and impacts at 50km/h by a defined hydraulic braking action. Daimler says
(31mph) against a post on the driver’s side. that the new sled mounting concept is a major feature
This new capability is made all the more important of the sled testing area. In order to reduce moved
owing to the fact that licensing authorities currently masses, bumper cars and body sleds are functionally
prescribe one pendulum separated. A hovercraft is used throughout, allowing
impact test according to for vibration-free movement of the test structures and
ECE R 29/3 for trucks, crash test dummies.
with a 1.5-ton weight Elsewhere, vehicles are measured before and after
impacting the front and a crash test to reconcile data with simulation analysis.
roof of the cab and a 1.5- The pre-measurement process involves the use of
ton weight impacting the photogrammetry, an optical measuring procedure to
A-pillars. Likewise, no determine the deformation at certain points of a test
independent test body vehicle. The outer skin of a vehicle is also scanned
such as Euro NCAP before and after a side impact. For this, the vehicle
currently exists. rotates around a fixed scanner on a turntable in a
“With these crash semi-automated operation, with only the height
tests, our engineers will and distance of the scanner needing to be manually
be able to achieve further adjusted. However, fully automatic scanning, which
decisive advances in the also eliminates this manual adjustment, is being
safety development of our planned for the future. ‹

SEPTEMBER 2017
www.orme-toulouse.com info@orme-toulouse.com
Advanced HIC
Option for Model-based Evaluation of Head Injury Risk
Advanced HIC Evaluation

x Model-based determination of the head load
for dummies
x State-of-the-art head finite element model
x Calculation based on the complex linear and
rotational head loading over time
x Calculation of informative characteristic values
x Turnkey integration in X-Crash
x No expertise in finite element simulation
is required
X-Crash is recommended by Euro NCAP

to analyse and protocol crash data
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Air Bag Testing
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SUPPLIER INTERVIEW: CELLBOND
Driven
by demand
Developments in crash test dummies
mean that advancements in technology
and expansion in capabilities are a must
WORDS BY KARL VADASZFFY
ABOVE: Q Series dummies are Founded in 1998, Cellbond is a specialist This includes a pendulum rig for assessing dynamic
used in testing by Euro NCAP
in energy absorption and vehicle safety bending characteristics of necks and lumbers; a drop
and given a child seat rating
testing. As a designer and manufacturer of test rig for assessing the resultant force on heads and
passive safety test equipment, its range of head impactors (measured in g); a dummy impactor,
products and services includes energy absorbers, primarily for analyzing chest deflection; a test rig for
deformable barriers, Flex-PLI, headform impactors assessing abdomen displacement with respect to time;
and crash test dummies. and a high-energy dynamic rig used for assessing the
Based in Cambridgeshire, the British company’s bending characteristics of pedestrian leg impactors.
facilities include two manufacturing premises and The facility has ISO 14001, ISO 9001 and ISO
an ATD test facility in Huntingdon, from where more 17025:2005 accreditation, the latter “a crucial step in
than 92% of its products are exported to markets that opening up global markets and expanding our range of
include Japan, China, South Korea, India, Malaysia, products and services”, according to Cellbond founder
the USA and Europe. An office and distribution facility and managing director, Dr Mike Ashmead.
in Japan, as well as additional offices in the USA, Spain
and Germany, house Cellbond’s 180 employees. BUILDING EXPERTISE
The Huntingdon ATD test facility comprises various Cellbond’s involvement in ATD technology began in
equipment for certification of Q Series dummies, HIII 2010 and was in large part due to customer demand.
dummies, Flex-PLI and pedestrian head impactors. Its Q3 Series dummy and Flex-PLI were launched in

SEPTEMBER 2017 049
SUPPLIER INTERVIEW: CELLBOND
2016, and its second dummy, the Q10, followed

earlier this year. The Q6 Series dummy, which
will be used for Euro NCAP testing, has just been
released. Measurements on these dummies include
rates of acceleration of the head, loads on the neck
and lumbar, and deflection of the chest with the
information recorded on an onboard DAS. RIGHT: Founder and managing
director of Cellbond, Dr Mike
Ashmead explains that one of the challenges when Ashmead, plans to increase the
the company decided to enter the crash test dummy size of his engineering team by
market was understanding how to optimally produce 30% to meet customer demand
“the hugely sophisticated and complicated technical BELOW: Cellbond manufactures
dummies. We decided that the best way was to start adult and child pedestrian
headform impactors and skins.
with more straightforward items and then build our The materials used for headform
expertise as we progressed”. To that end, Cellbond impactors are developed and
started by manufacturing head impactors, which certified to satisfy test corridors,
and can be supplied separately
Ashmead says was invaluable because it gave his staff
BOTTOM: A Q-Series abdomen
molding experience. Development of the Q3 and the
compression jig is used to certify
Flex-PLI followed. all Q-Series dummy abdomens
“Understanding molded rubber and plastic
materials has been one of the biggest engineering to his engineering team to deliver on his commitments
challenges,” he says, “because there are so many to Cellbond’s customers. “It was a step-change moving
different types, and they all react differently. We from a head impactor to a Q Series dummy, and now
have spent a lot of time understanding the static it’s an equally large step-change moving from the Q
and dynamic properties of the materials, and how family to the THOR, primarily due to the complexity
they behave, in order for us to meet important of the design and the sheer number of channels of
performance corridors.” instrumentation on it.”
Early demands from customers included improved As a result, there are planned investments for
durability and an uninterrupted supply of spare parts. Cellbond in facilities required to conduct the testing
“We always have spare parts readily available,” says and certification of THOR; due to the number of
Ashmead, who adds that not only does Cellbond channels, there are more than 30 tests on each
manufacture all its dummy products, but it also dummy. “Building THOR is only half of the story,”
takes responsibility for the lifetime of the dummy. Ashmead states. “Ensuring we have all the correct
“Ultimately, we want to provide a path of efficient test facilities and capabilities to do the testing is the
turnaround for testing, and we take a lead during other side to it.”
every step. Customers can have all their certification Expansion is, therefore, planned in the USA and
testing done at our facilities in Huntingdon, or we Japan, and locations will be strategically chosen to
are open to supplying test equipment to customers be near where customers are located. In addition,
so that they can do their own certification. We will R&D expansion is planned for mainland Europe,
also test competitors’ dummies because we believe the company’s response to the challenges of, and
that certification is just as important as building the uncertainty surrounding, Brexit. “Being involved in
dummy itself.” European projects is very important to us,” Ashmead
explains. “We know that we might need a branch in
R&D EXPANSION Europe to facilitate our involvement in more European
The company is currently working toward the very projects in the future.”
ambitious target of having its THOR dummy, which
will be used in Euro NCAP testing, on the market by GROWING IN STATURE
September 2018. Considerable investment has already Since Cellbond entered the crash test dummy market
taken place, but Ashmead aims to add 30% more staff seven years ago, Ashmead says that the industry’s
perception of his company has changed: “A lot of our
work was initially based on information in the public
domain that was generated through international
“Understanding molded rubber and working groups, which is where all crash test dummies
start their lives. However, as we have become more
plastic materials has been one of established, we have been asked to contribute toward
these working groups, including working with an ISO
the biggest engineering challenges

Group to develop aPLI, a new pedestrian leg safety
assessment tool.”
Cellbond is also investing in finite element analysis,
because there are so many different aiming to provide finite element information on the
products it designs, and Ashmead says he’ll continue
types, and they all react differently” to strive to meet the company’s ambitious targets.
“In the future, we will be able to give customers
Dr Mike Ashmead, founder and managing director, Cellbond 100% support for every current dummy in use, either
as spares or the full dummy, and the desire for this is
again driven by customer demand.” ‹

SEPTEMBER 2017
PASSIVE SAFETY
TEST SYSTEMS
Escribano designs, produces and supplies advanced
systems and innovative technologies specially developed
for meeting the most demanding testing requirements.
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ORME
To learn more about this advertiser, please visit:
Motion analysis
When conducting motion analysis of high-speed photography there
are several key points to consider to ensure accuracy and efficiency
Motion tracking
analysis is widely
used in crash testing
to analyze elements such as
the dummy, seat belt, steering
wheel column and airbag
deployment. These analyses
are used by automotive
manufacturers and suppliers
in R&D. Meanwhile standards
such as Euro NCAP also
require target tracking
in videos, for instance to
measure the head rebound
velocity and the seatbelt
dynamic deflection in a
whiplash test.
Motion-tracking software
provides powerful tools
to analyze crash tests. Image
analysis constraints must be
carefully monitored to make
sure the final measurement is
accurate. The characteristics
of the camera should be
chosen according to the
test and the highest possible
quality video should be taken. TrackImage calculates all Here the spatial resolution is to precisely track points. This
The tracking software should the dynamic parameters important as it defines the can be addressed by correctly
of the system under test
also be carefully chosen final resolution of the analysis. adjusting various parameters,
and the actual tracking Once the camera such as the exposure time,
carried out extremely characteristics and position aperture and sensor sensitivity,
precisely. The ISO 8721 have been defined, in order as well as lighting.
and SAE J-211/2 regulations the measurements and to ensure the best possible Reflections in the image
define protocols to check the compliance with these image quality, a number of can also affect the quality
the quality of measurements. standards. Orme also provides other features should be taken of the tracking. A reflection
Orme, a specialist in video a full program of training into account and adjusted will usually have high contrast
acquisition and processing, sessions at customers’ facilities. accordingly – including image and move independently
offers software tools such as When selecting the camera, exposure, reflections, depth of the object motion. The
TrackImage and TrackReport two aspects should be taken of field, motion blur and tracking may therefore be
to help its customers set into account – the camera rate camera time synchronization. affected if a reflection occurs
up tests according to these and the resolution. The frame The image exposure in near the target being tracked.
measurement standards. rate should be high enough to particular will have a large The position and orientation
While TrackImage performs enable motion tracking of the influence on the quality of the of the light should therefore be
ONLINE automatic motion analysis in object under test. Typically, tracking. An over-exposed or adjusted to avoid reflections.
READER videos, TrackReport high-speed cameras are used under-exposed image will be Matt paint on targets or
INQUIRY
NUMBER offers dedicated modules in crash testing with frame less accurate as it will have a objects could also help.
and processes to analyze rates of 1,000fps, or for airbag lower contrast, making it more Images must also be as
501 and prove the accuracy of static tests up to 400fps. difficult for the algorithms sharp as possible. The more

SEPTEMBER 2017
“Reflections in the image can also affect the quality ABOVE (CLOCKWISE FROM
LEFT): Crash test analysis in
of the tracking. A reflection will usually have high

TrackImage and TrackReport;
high-resolution subpixel tracking
in TrackImage; accuracy analysis
contrast and move independently of the object motion” according to SAE J-211/2
blurred the image, the more results, both for the accuracy even a good-quality lens 2D and 3D, and compute and
difficult it will be to achieve of the tracking and the can still affect the objects track virtual points.
good tracking accuracy. For estimation of this accuracy. by one or more pixels on the To ensure the quality of
this reason, setting the depth Orme recommends a complete edges of the images, which measurements in crash tests,
of field, which mainly depends list of features to ensure the reduces accuracy. regulations such as ISO 8721
on the aperture of the lens, quality of tracking. Subpixel resolution and SAE J-211/2 have been
is very important. A large First, the user has to should be used to improve developed. They define a
aperture will result in a low determine if 2D tracking the measurement resolution. method to compute indices,
depth of field. is sufficient. 2D tracking An important feature of the which will enable testers to
The high speed of objects can be used only when the motion tracking software is evaluate the quality of the
in the scene can also create motion is approximately an its ability to perform actual measurement chain. Orme
motion blur in images due actual 2D motion. Otherwise subpixel tracking to gain provides training sessions
to the time integration of the 3D analysis should be accuracy in the calculations. on regulations at customers’
camera. A low integration time performed, which can be Third, some points may locations, as well as
enables the movement within done using more than one not be seen during the test predefined templates in
each image to be frozen better. camera. Even in the case of as they may be completely TrackReport to automate
Finally, in the case of 2D tracking, the depth of the or partially hidden. A way to analysis and reports. ‹
3D measurements, several motion needs to be estimated solve this is to define virtual
cameras must be used to and corrected to achieve points linked to other points,
observe the motion from accurate measurements. which can be tracked all over
different angles and enable the When the camera cannot the test on the same rigid
analysis software to compute be placed perpendicular to body. For instance, the H
the 3D positions using space the plane of interest, the point, which is the pivot point
calibration and triangulation projection and perspective between the torso and the
algorithms. All the cameras also need to be corrected. upper leg portions of the body,
should be perfectly time- It is therefore essential that is generally not visible on
synchronized to ensure the software is able to make the video but can be tracked
that the target positions are a perspective correction in using two points on the hip.
acquired at exactly the same order to avoid misalignment To improve both the
time. Camera hardware should between the camera and the measurement precision
be synchronized either with plane of motion. and resolution of high-speed
an external trigger or by Second, the software videos, the Orme software
setting up one camera as a should provide a lens application TrackImage
master to drive the others. calibration feature to correct provides specially developed
The choice of analysis any distortions in the images. algorithms to correct lens
software is also a decisive Lens distortion effects are distortion and parallax effects,
factor in the precision of the often not easily visible, but achieve subpixel tracking in

SEPTEMBER 2017 053
Diversified Technical Systems

In-dummy DAS
The capabilities of the new THOR crash test dummy have been augmented
by integrated data acquisition – especially for high channel count tests
Euro NCAP has new technology and are not only advancing safety, but and forces on the pelvis
stipulated that by beginning the transition also making a clear case for and legs. THOR has a more
2020 automotive process as quickly as possible. in-dummy DAS. human-like spine and pelvis,
manufacturers and crash Many capabilities that THOR is an advanced next- better articulated joints,
labs must use the new Test this new ATD offers were generation ATD designed for and can deliver facial impact
device for Human Occupant previously unattainable. frontal crash safety testing. analysis to accuracies not
Restraint (THOR) – the Pair the lifelike dummy’s Compared with its 40-year- previously possible.
successor to the Hybrid III – unprecedented channel old predecessor, THOR The standard THOR is a
test dummy for frontal impact capabilities with an embedded supports many more sensors 50th percentile male available
testing on new cars. With the data acquisition system and offers greater sensitivity in three configurations with
THOR IN-DUMMY DAS

deadline fast approaching,
companies are embracing the
(DAS), and a realm of new
possibilities unfold that are
to measure acceleration,
deflection, chest compression,
118, 139 or 151 sensor
channels. A 5th percentile
EASILY SUPPORTS INSTRUMENTATION PACKAGES OF 151+ SENSORS
THOR INTEGRATED IN-DUMMY

SLICE NANO SOLUTION 1 2
SLICE NANO
Embedded Data Acquisition System
Distributed Channels
3 4
DB
HEAD
1&2
12 CHANNELS
BATTERY
PER STACK
SPINE
3&4 5
24 CHANNELS
PER STACK
PELVIS
5
18 CHANNELS
6 7 8 9
PER STACK
LEGS
6&8 7&9
18 CHANNELS 15 CHANNELS
PER STACK PER STACK
DB
ONLINE SLICE DISTRIBUTOR

READER Ethernet Communication Hub
INQUIRY LEFT: THOR integrated
NUMBER with Slice easily supports
instrumentation packages of
502
more than 151 sensors
www.dtsweb.com

SEPTEMBER 2017
female will be available in the independently, which ensures

future with in-dummy DAS full traceability and meets SAE
incorporated as part of its J211 requirements.
design. The increase in the Dummy calibration
number of channels now is also easier because the
possible in one dummy is instrumentation is already
impressive in an industry in place. Part of that
where 30 to 40 sensor calibration includes a
channels per dummy was pendulum test to the neck,
the norm not long ago. While knees, chest and other key
testing has been shifting to injury criteria areas to ensure
embedded solutions, the the ATD performs within
reality is that with ATDs specified biofidelity response
such as THOR and the new corridors. If a particular
WIAMan blast dummy, ABOVE: In-dummy DAS segment tests outside the
without in-dummy DAS it eliminates the added cable specifications, replacement
weight of conventional onboard
is difficult to benefit from the DAS for a ‘zero-mass’ solution, hardware and/or new dummy
full technological advantages and makes set-up much easier ‘flesh’ may be required.
these test devices are designed LEFT: THOR head integrated No matter the business,
to offer. with 24 channels of embedded time is money, so keeping
Efficiencies and biofidelity Slice Nano, plus DTS ARS to test schedules on track is
measure rotational head motion
aside, size does matter. Many also important. Quick test
of today’s compact vehicles setup is one big advantage
simply don’t have enough to embedded DAS. The
space or weight allowance dummy and all the hardware
to accommodate all the can also be fully validated
instrumentation – especially prior to arriving at the test
with such high channel issue with a sensor or a site. Polarities and test settings
counts. THOR is compatible data channel, either can be are all checked in the ATD
with conventional external unplugged and replaced on lab, where problems can
DAS, but with that comes one to design in-dummy DAS the spot. With the built-in be repaired before wasting
exit cable per sensor channel. in a regulatory dummy, which sensor ID feature, the DTS valuable test or track time. A
A trailing umbilical with 151 has revolutionized testing. DataPro software detects quick diagnostics check at the
cables makes it virtually “When the WorldSID if a sensor is plugged into test site before the dummy is
impossible to correctly ISO committee asked DTS a different module, then positioned can be done in a
position a fully instrumented to design the in-dummy automatically finds it and matter of minutes (rather than
THOR inside a vehicle, DAS system, we decided on applies all the current test close to two hours with an off-
especially a small one. a 32-channel centralized settings. With well over one board system).
The giant mass of cables system with the technology hundred channels in THOR’s At many test facilities,
can greatly affect kinematics, that was available. Today head, thorax, pelvis, femurs, efficiencies with in-dummy
as cables are easily caught the Slice Nano for THOR is a tibia and feet, the ISO test- DAS are resulting in production
or tangled and there’s the miniature distributed system. builder module in DataPro increases in the form of more
added noise from extended It’s much more configurable increases test setup efficiency tests completed per day. As
cable runs. The cables also and robust, and there’s no and compatibility with other infrastructure and capital
add considerable weight to comparison on the sampling labs’ test data. expenses for a crash barrier,
the test setup. Precise vehicle speed and memory,” says As a complete standalone track or sled can cost millions
target weights are important, Steve Pruitt, co-founder and data acquisition system, Slice of dollars and consume a large
not only in the overall mass, president of DTS. takes the analog signal and amount of real estate, being
but in the distribution of DTS’s design approach has conditions, filters and digitizes able to increase the number of
the weight. One small exit always been customer-driven. it. All data is written direct tests without having to build a
cable vs. a giant umbilical, Focused on ease of use and to 16GB flash memory. With new facility or add equipment
and the case for embedded flexibility, Slice supports store in-place reliability, there is a direct financial benefit.
DAS is clear. virtually all conventional is no concern about losing “There’s no question that
Today there are only a analog sensors, which makes data, unlike with a centralized quick setup is one area where
handful of firms building in- sourcing, swapping, repairing memory unit. As the sensors the true ROI of in-dummy
dummy DAS solutions. and calibrating easy, plus and DAS are not tied into DAS comes into play – both in
Diversified Technical Systems there is no need to modify one digital system, they can manpower and infrastructure,”
(DTS) was the first company the transducers. If there is an be calibrated and verified says Pruitt. ‹

SEPTEMBER 2017 055
Altran
Improved low-speed testing

An advanced crash test rig has been redesigned
to further accelerate sensor and bumper tests
The low-speed crash
behavior of vehicles
is tested and governed
by regulations worldwide.
Safety developers must ensure
vehicles meet and exceed
these requirements in a
cost-effective way. Vehicles
must also be designed to
meet repairability ratings,
evaluated by national bodies
and insurance organizations
worldwide. With the advent
of active safety systems in
vehicles, low-speed crash
performance has become even
more critical – taking into
account repair friendliness
and budget.
A small amount of damage
to a bumper, which could have
been repaired fairly cheaply
in the past, may now be much
more expensive on a modern
vehicle equipped with ADAS.
And with the increasing raft
of sensors, such as those
applied in front-end systems
(ultrasonic, radar, video, The low-speed crash system (90°/75° to 32km/h [20mph], speed crash test system is easy
is designed to easily upgrade
IR, pressure sensors, lidar), existing crash test facilities
covering FMVSS 214 90° and to use and offers high-quality
the challenges and costs 75°). Considering future test data evaluation capabilities;
associated with repairs vehicle specifications, the the unique design enables
increases further. system is able to repeatedly quick and effortless exchange
Passive safety test experts Building on its tried handle test units weighing up of barriers and flying floors,
must now face the challenge and tested nitrogen-operated to 3.5 tons with a speed of up while the film pit has an
of testing and validating test platform, which is used to 32km/h (20mph). Speed extremely wide field-of-view.
low-speed load cases. To do worldwide by leading OEMs, accuracy is within ±0.1km/h As testing throughput is
this they need to cover more Tier 1s and official test bodies, across the entire test envelope. also important, a clever system
crash scenarios, potentially Altran has developed a new Acceleration can be up to 1g. design provides a streamlined
investigate an increased generation of its low-speed In order to ensure that workflow with reduced
number of vehicle variants crash test system. The starting the low-speed crash system turnaround times thanks to
and benchmark their product point for the design was the can be easily and efficiently the ease of setup of both the
against other vehicle models. safe coverage of the following retrofitted into test facilities, equipment and test system
In order to address this test cases: low-speed crash the installation space components. The newly
ONLINE challenge, engineers require according to ECE-R42/Part requirement has been designed barriers feature
READER an accurate, compact and 581/RCAR/AZT/IIHS; sensory minimized. Also, the system a hydraulic lifting system
INQUIRY
NUMBER cost-effective solution that analysis misuse tests with is designed so that minimal to enable quick exchange
can be easily integrated into rigid wall (0°/±30°); and side modifications are required to during test operation without
503 existing test facilities. jostle/curbstone and pole the existing building. The low- requiring expensive – and

SEPTEMBER 2017
often hard to install – crane create undesired changes in

systems. Furthermore, the seating position; Altran is
quick mounting system is currently in the process of
extremely sturdy, easy to use, researching and developing
easy to maintain and simple a revolutionary new dummy
to operate. support system.
For an RCAR-Front In addition the new
test scenario, the barrier low-speed crash test system
is equipped with four load features a completely
cells as standard to deliver redesigned flying floor. The
consistent, accurate and total height of the unit has
quality measurement results. been reduced and side ramps
In RCAR-Rear scenarios, assist the vehicle as it is driven
standardized trolley vehicles onto the floor. Furthermore,
with the specified barriers are stop edges with automatic
provided. For IIHS bumper decoupling before impact
setups, the supplied impact have been integrated into
unit and the barrier are also the unit. Also, the wide
equipped with four load cells viewing window enhances
as standard, offering the optical measurement and
visual inspection, which are ABOVE AND LEFT:
possibility to also equip it
A range of load cases
with other instrumented vital parts of the evaluation can be tested using low-
crash barriers. process. Through optimization speed crash test system
Robust adapters, of the structural design and
which mount quickly on carefully selected materials,
the standard barrier, enable the overall weight of the
0°/±30° rigid wall tests to moveable parts has also
be executed extremely easily. been reduced. The system
The curbstone/side-jostle is designed to be dismantled
test can also be conducted quickly and split into several
efficiently thanks to a special easy-to-handle and easy-to- nitrogen-based actuation delivery and installation times
adapter that has functionality store parts. technology, facilities in order to ramp up testing
for testing in conjunction with To ensure optimum optical do not need extra high- faster. Altran has redesigned
a flying floor. As well using access to the underbody of the power current supply and its manufacturing process,
the flying floor, the system vehicle under test, the viewing maintenance requirements helping to reduce lead times
is specifically designed to area needs to be completely are reduced to a minimum. on finished products greatly.
execute sensor tests according clear. Although this cannot In addition, permanent A modular design enables
to FMVSS 214 90°, 75° be completely avoided all the heavy-duty portal cranes high production efficiency,
scenarios – relieving high- time as parts of the pulling are not required – for even for bespoke systems.
speed crash test facilities of system will still cross the installation or operation – The new low-speed crash
those duties. As roll-in tests viewing area, the design of further saving on investment system is in operation at
are often required to validate the pulling rail reduces the costs, while test facility Altran’s own facilities, for
speed settings, the flying floor maximum width of the cover location is also more flexible. example in Germany, where,
is equipped with an integrated to a mere 70mm (2.7in). This Its compact size enables easy on a daily basis, a wide range
breaking system that enables exceeds the viewing area of integration in both existing of low-speed and sensor system
experiments without a barrier most other systems currently and greenfield facilities. misuse tests are carried out –
installed. During a test, the available on the market. With increasing demand and to date have proved
acceleration forces acting on Thanks to the application for low-speed crash testing extremely reliable, providing
the dummy in the vehicle can of Altran’s tried and tested comes the need for quicker high-quality results. ‹

SEPTEMBER 2017 057
Messring
Future-proof facilities
As the demands placed on crash test facilities become more complex and diverse,
the need for forward-looking, innovative thinking becomes more important than ever
With the advent Messring helped design environmental condition. expertise of the company.
and develop the Mercedes-
of connected and Benz TFS in Germany, which
Messring is also increasing its A current example is the
autonomous vehicles houses the supplier’s latest focus on pedestrian safety. At Mercedes-Benz technology
as well as hybrid and electric crash test technologies, its headquarters in Krailling center for vehicle safety (TFS)
cars, the automotive industry such as the movable crash near Munich, the company in Sindelfingen, which was
block. Image: Daimler
is preparing for a major leap recently developed a new commissioned in late 2016.
in innovation. The demands motion system for pedestrian Messring played a key role in
placed on new crash test dummies that can simulate planning, developing and
facilities and systems are human movement patterns in implementing that facility.
equally significant. Vehicle a highly realistic way, which The TFS center houses
developers are planning is essential in the testing of cutting-edge technologies,
for a future that, for some pedestrian protection enabling car-to-car tests with
time, they were only able assistance systems. self-driving and propelled
to imagine. This is a huge Vehicle makers will also vehicles, assistance system
challenge for producers of benefit from the development configuration, and crash
testing platforms.
Dierk Arp, CEO of
Messring, which has installed
more than 100 crash test
facilities worldwide, says,
“Our ability to develop
tailored, innovative solutions
with vehicle manufacturers
and facility operators has
never been so important as
it is today. More and more
customers need us to be a
developer and a problem
solver.” Messring stopped
focusing a long time
ago exclusively on the
construction of crash test
facilities and components
and now considers general
road safety trends, too.
Research institutes have
become more interested in
working closely with facility
manufacturers. For instance,
on behalf of CARISSMA,
the new center for road
safety at Technical University
Ingolstadt in Germany,
Messring designed an
ONLINE innovative test platform
READER that can simulate the
INQUIRY
NUMBER interplay of active, passive
and cooperative safety
504 systems in any weather and/or

SEPTEMBER 2017
testing of vehicles with

alternative drive systems. “Linear bus systems for distributing switching and trigger
In the future it will be possible
to synchronize self-driving
signals, such as those currently used to control many
and propelled vehicles for
crash tests in a column-free,
modern crash test facilities, have reached their limits”
roofed-over space measuring
90 x 90m (295 x 295ft). The and after the actual accident, equipped with totally revised
evasive and braking maneuvers can now be studied with hydraulic traveling gear, a new
initiated by driver assistance greater precision. rechargeable battery system,
systems in the pre-crash phase The TFS center will carry and sensor technology. The
can therefore be incorporated out up to 900 component and system for anchoring and
into tests using both dummies system tests and 1,700 sled locking the block on the floor
and, for the first time, vehicles tests per year. Creating this was also revised. A laser-
that are moved through the unique infrastructure required controlled navigation system
facility. Driver assistance a huge amount of development. was also integrated for better
systems can thus be pushed to The TFS center has several M=Sync was created by
navigation in the hall. The
their limits in a targeted and crash areas, four of which specialists with expertise self-driving block can be
controlled environment. can be independently operated in electrical, mechatronics moved to any location within
Important areas of research, and controlled at the same and software development the hall in just a few minutes.
including how effective time, if necessary. Around Around 20 specialists
assistance systems are, and 70 different crash test with expertise in construction,
how the vehicle body and configurations are possible entire facility. These can automation, programming and
passengers move both before for cars and trucks. be accessed at the press laser technology worked on
Linear bus systems for of a button and ensure the project. The four impact
distributing switching and that individual crash areas sides are preconfigured with
trigger signals, such as those can also be isolated and used different barriers and various
currently used to control individually without losing test scenarios can be prepared
many modern crash test time, which is essential to for simply by turning the block.
facilities, have reached their ensuring efficient facility Innovations such as
limits, so a new solution had operation. Five initial M=Sync and the self-driving
to be developed to enable prototypes were made in a movable block greatly expand
facility control. pilot phase. In total it took the capabilities of crash
Messring delivered the more than 6,700 hours to test facilities and boost
facility promptly and, for turn the initial idea into a efficiency so that more
the first time, developed finished product. crash tests are possible
a digital high-frequency Messring was also able to in shorter reconfiguration
communication infrastructure draw on its strengths when times. Arp believes that is
in the form of M=Sync, developing the world’s first just the beginning: “We
which sends data packs to unconditionally movable expect the demands placed on
the most remote locations of crash block. The task set crash test facilities to continue
the enormous, highly complex out by Mercedes-Benz was increasing, particularly in
facility, quickly and without to develop a self-driving terms of diversity and realistic
disruption. The linear bus block that, despite its weight simulation of traffic situations.”
system has been replaced by a of 110 metric tons, would Messring therefore
virtually infinitely expandable enable unrestricted, safe and knows that it is important
network with trigger boxes, relatively uncomplicated to continuously develop as a
which are connected to each navigation within the crash company. With clearly defined
other using several kilometers hall, with no cable bundles project management, the right
of fiber-optic cable. Via the to get in the way or specific interdisciplinary teams, and
global system, all devices routes to follow. professional process and
receive an identical trigger Messring therefore put quality management in place,
signal as well as their together an interdisciplinary Arp hopes that the company
individual switching rates. development team that, from will be able to speed up
Messring also programmed the ground up, planned the the results process, better
its own communication concept of the movable block understand customers’ needs
protocols for 24 different using existing Messring and fulfill the company’s own
scenarios for configuring the products. The giant block is quality standards. ‹

SEPTEMBER 2017 059
Autonomous Vehicle
Autonomous Vehicle
SAFETY
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SAFETY
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Instron
Oblique impacts
Investigation into better simulation of oblique crashes on a sled using pitching
motion has enabled improvements that will deliver more precise, accurate results
Although occupant
protection has
reduced injuries
and fatalities in frontal
crashes, government and
research organizations
continue to work to develop
next-generation technologies
designed to protect occupants
from injury. One research
area is narrow and/or oblique
crashes where there is poor
interaction between vehicles.
Instron was recently asked to
investigate how to simulate
the NHTSA 90km/h (56mph)
oblique test on its laboratory
crash test simulator using
pitching motion.
The oblique test involves a
research moving deformable
barrier (RMDB) impacting a
stationary vehicle at 90km/h
(56mph) with a 15° angle
and 35% offset (Figure 1).
The impact on the vehicle
dynamics is unique and poses
a challenge both for restraint
systems and laboratory sled
simulation. Improvements
were made to Instron’s test
equipment to enable simulation servo-control of all dynamics response is typically taken

of this impact. delivers accuracy and from B-pillar or floor location.
Instron supplies hydraulic repeatability in testing at For replication of pitching
servo-controlled reverse an affordable cost for interior motion, it is best to use video
acceleration crash simulators passive safety development. analysis of the crash event.
(crash sleds) for vehicle Instron’s equipment is fully Standardized video analysis
development, including servo-controlled, including tools enable motion tracking
accurate replication of simultaneous frontal of high-contrast markers
pitching motion. In nearly acceleration, vertical and on the side of the impacted
all sled tests, the occupant pitch motions. Figure 2 vehicle. Care must be taken to
compartment is treated as shows a typical Instron ensure that the analysis is
ONLINE a rigid body and vehicle servo-controlled pitching sled. done for non-deforming body
READER dynamics – measured during Target analysis involves panels. Typically two points
INQUIRY
NUMBER a crash or predicted using identification of the correct placed 1-2m (3.2-6.5ft) apart on
FIGURE 1: Diagram shows parameters CAE – are replicated in a non- inputs for the crash simulator. the vehicle body are sufficient
505 of the crash event replicated in the test destructive lab test. Hydraulic Rigid body acceleration to create an accurate definition

SEPTEMBER 2017
of motion in the vertical

plane. Both acceleration and
pitching motion data must
be synchronous – use of t-0
flash in the video is helpful
to establish a reference.
The data results are shown
in Figure 3. Note the large
front ‘drop’ motion, which is
not typical of most frontal
FIGURE 2: Instron’s crash sled crash events. Both front and
systems with servo-controlled rear body motions are delayed
pitching provide performance
to conduct a wide range of – the rear by as much as
current and future test scenarios 80ms, presumably due to FIGURE 3: Sled testing revealed some necessary improvements to the design
the deformable barrier of the
RMDB, which also maintains
frontal acceleration within Results of the laboratory
a reasonable range for the simulation are shown in
sled system. Replicating Figure 4. The plots show
the pitching motion accurately, simulation’ of the test. repeatability for multiple
however, required performance This is important with tests and also give a clear
improvements to Instron’s high-performance systems, overview of the relative
existing design. particularly pitching. timing of acceleration and
A number of critical The use of offline predictive the dual vertical inputs used
improvements were made models enables users to design to create pitching motion.
to Instron’s equipment to the test in advance. As the The improvements to the
provide accurate and efficient objective is to accurately performance of the system
simulation of this and similar reproduce the same motion enable the relatively high
pulses. First, pitching in the vertical plane, the required cylinder velocities
performance was improved motion data derived from the to be achieved.
to provide higher vertical crash test is imported together While the total angle of
velocities (up to 4m/s). with the acceleration target. pitch was less than 4°, adding
Second, an improved Variables including payload pitching simulation enabled
lightweight sled design mass, and fore-aft location the users to achieve improved
that weighs 15% less than of the buck on the sled can dummy injury correlation
the previous version also be set. A highly accurate to the actual test. Instron
was developed. Third, system model combines all users will have a similar
improvements to the these inputs and enables users experience with small car
mathematical models of the to predict the results prior frontal crash dynamics, where
system were implemented, to the laboratory test. This pitching velocities are also
which enable accurate ‘pre- enables optimization of typically high, with added
variables such as buck location high displacements. Of
to balance the demand on importance here is the ability
the pitching cylinders. to independently program and
The test definition can control frontal acceleration
then be transferred to the and pitching displacements.
rig, and the same software The intention of any
is used in the actual rig laboratory test is to simulate
simulation of the crash. This real-world scenarios in a
provides high confidence in controlled environment,
test results ahead of a test so efficiently and at an affordable
that valuable rig time in the cost. This cost can only be
lab is not wasted. During the justified if the results are
test the system dynamically meaningful and provide
corrects for the pitching angle data of sufficient integrity to
so that vehicle acceleration is enable the next step in the
always correct even though development process to be
FIGURE 4: Laboratory simulation results showed repeatability for multiple tests the reference frame is moving. made with confidence. ‹

SEPTEMBER 2017 063
PCO
Better camera
infrastructure
Operators of crash facilities can benefit greatly from improving
their high-speed camera infrastructure to minimize risks and time
When recording the camera technology and ABOVE: The pco.dimax cs series
slow-motion optimize the workflow. Even offers a range of compact cameras
with various high resolutions and
video, image data a modest budget can be used integrated safety features
travels through a series of to update facilities easily with
components in a crash test state-of-the-art technology
facility. This includes a (e.g. 10Gb Ethernet).
number of distribution The control computer’s
junction boxes and cables, as performance (processor,
well as computer, software and memory, graphics card and
network components. Every network card), when combined BELOW: A multi-camera wallbox from high-speed cameras, can be
HS Vision supplies 10Gb Ethernet
application – whether it is a with a user-friendly software connectivity for quick data transfer
optimized for fluent operation,
full-scale crash test, a sled test package for control of the saving time and effort.
or an airbag or component test Additional camera
– uses the same basic setup. accessories can be included
Ultimately the most important to meet the requirements of
factor is to ensure efficient camera placement, facilitating
and safe video capture and easy setup and efficient
security of high-quality operation. If the camera is
images and footage. placed in a position that is
The more sophisticated difficult to access (eg. film
the high-speed camera pits, crash blocks or hall
infrastructure, the more ceilings), remote lens control
efficiently and smoothly the via the control computer
facility can be operated. By improves ease of use and
ONLINE considering all variables in makes focusing safer and more
READER the design of the facility, secure. Staff do not need to
INQUIRY
NUMBER there are many possible climb a ladder to adjust the
improvements that can be lens. Easily accessible cameras
506 made to get the best out of requiring changes to focus,

SEPTEMBER 2017
LEFT: Accessories such

as a lens cage, break-out
box, live video output and
electronic lens control
greatly simplify the operation
of high-speed cameras
BELOW: The pco.camware
4 software platform enables
parallel download of data
from multiple cameras,
minimizing download times
aperture or zoom can simply

be connected to a portable
“A compact design ensures the camera is robust and
monitor. This eliminates the
need for a second person to
enables it to be used both on board and offboard. It also
check the live image at the means the same camera can be used in all locations”
control computer, which is
usually some distance away.
Typically a suite of tests light sensitivity, an excellent Network communication 10GbE is 10 times that of
requiring different sets of dynamic range and sharp problems and power failures GbE, or about 1,250MB/s.
camera parameters for each color quality are required. A pose risk during image This can greatly speed
test will be performed. compact design ensures the transfer. The transmission up download time, and
Here software functionality camera is robust and enables it settings of the network transmission security is
becomes important – the user to be used both on board and components must therefore be improved by not reaching
must be able to switch the offboard. It also means the optimized. In addition a high the upper rate limit. If some
parameters (such as exposure same camera can be used in degree of security and speed reserve capacity is kept it
time, frame rate, resolution) all locations in the test setup, can be achieved by choosing reduces the probability of
for all cameras using the camera location can be easily a 10GbE infrastructure. If losing image packets.
stored settings with only changed and operator time is the network components are Finally, data storage with
one mouse click. reduced as only one camera 10GbE capable and the control high transfer rates must be
Security is also highly and software system need to software supports parallel supported by a RAID system,
important as losing images be learned. download of several GigE which includes a combination
can be extremely costly Once the images are cameras, the parallelization of SSD disks. A RAID
and detrimental. Functions acquired and stored in the enables aggregate data rates configuration, which combines
such as trigger signal filters, camera’s memory, the next beyond the GbE maximum the writing rates of the
high-g trigger and PLL step is to transfer them safely 125MB/s data transfer rate. individual SSDs, enables high
synchronization improve to the control computer. The maximum speed of volumes of data to be stored
the reliability of image capture very quickly. As an example,
and storage. Functions users can transfer and store
such as trigger signal filters, 70GB of image material from
high-G trigger and PLL six cameras in less than three
synchronization ensure minutes on a control computer
reliable image capture with a properly configured
and storage avoiding false RAID drive.
triggering caused by Test engineers who face
interfering signals on the challenges with their high-
cables, and maintaining the speed camera setup in terms
external synchronization of security, reliability and
signal even if it is lost. timescale should consider
To achieve the highest optimizing their infrastructure
quality recording, very high to ensure efficient operation. ‹

SEPTEMBER 2017 065
Humanetics
Crash dummy
developments
Incorporating a raft of performance improvements, the latest 5th percentile
female ATD will be available alongside an advanced new FE model
With the THOR 50th
percentile midsize
male (THOR-50M)
ATD design nearly complete
and a large population of
the dummies having been
extensively tested, there’s now
great demand to extend the
advancements in performance
to other occupant groups,
such as the 5th percentile
small female. NHTSA awarded
Humanetics a contract in
September 2015 to produce
three THOR 5th percentile
small female (THOR-5F)
ATDs, which are on track for
delivery by the end of 2017.
The overall anthropometry
specifications of the THOR-5F
were guided by the University
of Michigan Transportation
Research Institute’s (UMTRI)
Anthropometry of Motor
Vehicle Occupants (AMVO)
5th percentile female data,
weighing in at 108 lb (49kg) ABOVE: Testing of the new The THOR-5F head
THOR-5F dummy has shown
and a stature of 59in (150cm). extremely encouraging results
and neck designs shadowed
An NHTSA scaled version with the ATD demonstrating the same concept as the
of the THOR-50M dummy more true-to-life functionality THOR-50M, with a few minor
was used as a basis for the than previous models modifications in the neck for
mechanical blueprint with the LEFT: The dummy’s design better manufacturability. The
incorporates 168 channels of
skeleton and flesh geometry data acquisition and provides
complexity of the shoulder
redesigned to match the potential for future expansion assembly was reduced while
UMTRI AMVO 5F landmarks retaining its functionality,
and surface geometry. Lessons and the arms were redesigned
learned from the THOR-50M to better coincide with the
development were also AMVO 5F data. The breast
ONLINE reviewed and incorporated and sternum are integrated
READER into the THOR-5F design and together to deliver a more
INQUIRY
NUMBER a considerable amount of accurate and consistent chest
effort was made to improve positioning within the dummy
507 the overall dummy handling. assembly. Range-of-motion

SEPTEMBER 2017
limiters are incorporated

for the lower spine adjustable “Concurrent development of the FE model enabled
joint to prevent the upper
torso from dipping over
the hardware team to evaluate the concept design
during dummy handling. The
upper and lower abdomens
aimed at meeting the biofidelity requirements”
are both molded and abdomen
pressure twin sensors have parts. The synergy between characteristics. Humanetics is
been put in place of the two hardware and the FE leads to now taking steps to increase
IR-TRACCs found in the improved hardware design its manufacturing capacity to
THOR-50M abdomen. and better model predictability satisfy the industry’s call to
While the upper legs and performance. test the THOR-5F alongside
and knees remain similar The first of the three the THOR-50M.
in design to the THOR-50M, prototypes was completed in The first FE model of the
more significant changes were April 2017. Biofidelity testing THOR-5F will be complete
made to the lower leg and will now be carried out to in the third quarter of 2017.
ankle in order to comply with enable the ATD to be fine- This highly anticipated
the UMTRI AMVO 5F data. tuned to reach a satisfactory model will consist of a
A newly shaped foot has been Bio Rank calculated according state-of-the-art mesh and
developed to better represent to the method developed by appropriate connectivity,
the metatarsal bones, while NHTSA. Certification tests instrumentation, basic
the restructured leg design will then be conducted to material models and
enables standalone testing of benchmark this biofidelic preliminary validations
the achilles assembly. Torque prototype for the remaining to all available biofidelity
cylinder rubber elements ATDs, which will be built tests to ensure the
were eliminated to reduce to match the responses. model’s functionality. ABOVE: An FE model
the overall ankle package size, Preliminary certification The model will be has also been developed
while the ankle bumpers were corridors will be established validated rigorously and is to undergo further
redesigned to reduce the and used as a manufacturing against additional validation by Humanetics
variance from mechanical guideline before a larger test load cases BELOW: The first of three
physical prototypes was
tolerances and eliminate database of tests can be as they become tested in April of this year
high strain spots in testing. accumulated to set the official available. ‹
Unlike the THOR-50M,
the THOR-5F is DAS-ready
with 168 channels at its
very initial design phase;
this provides the opportunity
for more channels to be used
during testing in the future.
Alongside these hardware
developments, development
of the THOR-5F FE model
is also well underway.
The THOR-5F FE
model shows promising
functionality and performance
for the evaluated biofidelity
validation cases, from head to
toe. Concurrent development
of the FE model enabled the
hardware team to evaluate
the concept design aimed
at meeting the biofidelity
requirements, reducing the
design cycle and cutting
production cost by performing
the FE analysis prior to
manufacturing hardware

SEPTEMBER 2017 067
8
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4activeSystems
Advanced
dummy objects
For developing active vehicle safety systems, a combination of a 3D car dummy
and a moving platform will enable more realistic simulation of real-world scenarios
4activeSystems is
an expert in the
field of active vehicle
safety and develops and
produces advanced testing
technologies and dummy
objects, including pedestrians,
bicyclists, motorcyclists and
cars. Systems can be used to
simulate realistic accident
scenarios. Dummies are also
designed to be as realistic
as possible in the eyes of
different sensor systems,
such as radar, infrared, and
mono and stereo cameras.
In 2018 and 2020, Euro
NCAP will develop its rating
scheme by extending its
MAIN: The 4activeC2 3D
car-to-car, city AEB and car dummy coupled with the
inter-urban AEB and FCW 4activeFB driving platform,
testing scenarios. The move (INSET) are ideal for testing
will cover more crashes with AEB VRU scenarios
the potential for fatalities and
other serious injuries. a realistic manner. The surface be easily rebuilt by two bicyclists, riders
To support the new tests, of the dummy had to be stable people in only two minutes. on motorcycles and
4activeSystems has developed under airstream conditions up While dummies should pedestrians. The 4activeFB-
a fully 3D car dummy, the to 80km/h (50mph) and not appear realistic, the Large 72km/h (45mph)
4activeC2. The key aim was wrinkled after impact. equipment used to move the (available up to 80km/h
to ensure that all automotive Usability was also hugely dummies should be invisible [50mph]) is intended for cars,
sensor technologies (radar, important in the development. to all sensors. The 4activeFB is motorcyclists and other faster
infrared, and mono and stereo While the 4activeC2 is a flat GNSS/IMU-controlled road users. Both are equipped
cameras) would respond to moving, its shape and position platform powered by three with battery power packs that
the dummy realistically. on the moving platform drive units. The main part is can be replaced quickly.
Three-dimensional radar (4activeFB) is stable, with no 50mm (2in) high. The design The control station for
for B/C class car response can deformation caused by wind and materials used result in a 4activeFB can be used to
vary greatly throughout its or other conditions. In a crash, very low RCS of -50dBm 2 from control and synchronize five
360° field. While the radar the car loses its stable shape 50m (164ft) at 77GHz. platforms. Data exchange
cross-section (RCS) at the rear but stays in one part, no Two type series are protocols for GNSS/IMU
is around 20dBm 2, at some matter which direction it is available. The smaller of these, systems are available and
angles RCS could go below moving in or impacted from. 4activeFB-Small 35km/h flexible to use. 4activeFB is ONLINE
0dBm 2. The typical structures It was vital to minimize (22mph) (available up to designed to withstand being READER
INQUIRY
of a car – including wheels, reassembly time after impact, 50km/h [31mph]), is designed driven over by heavy vehicles, NUMBER
reflectors, lights and license so the dummy is assembled for tests involving smaller and the components used have
plates – must be displayed in using zippers, enabling it to road users, including IP65 protection at the least. ‹ 508

SEPTEMBER 2017 069
AOS Technologies
Camera
technology
A rugged, compact camera and high-intensity lighting are
prerequisites for high-quality video capture in crash tests
The ALED-2500 is RIGHT: The L-VIT can be connection to a small adapter.
a compact, battery- used alongside the ALED-2500 The camera can be connected
(BELOW) for digital imaging
operated, onboard in demanding conditions to a PC via an adapter in order
high-intensity LED light for to set recording parameters.
crash test applications where In addition, the adapter serves
space restrictions apply and as an input for trigger and
independent operation is synchronization signals, in
important. The system case phase lock operation is
consists of a solidly built required. The unique design
controller containing a of the camera with a front-
rechargeable battery. The mount connector makes it
battery lasts for up to 30 easy to mount the Micro-G1
minutes, enabling subsequent in side panels of doors or
tests without recharging, and under dashboards.
the controller is equipped to independent test laboratory to such as wi-fi connectivity, The camera delivers up to
serve up to four small LED withstand g-forces in excess non-volatile memory in 250fps with full HD resolution
heads connected with a single of 150g/10ms/all axes, which camera, and digital video of 1920x1080 pixels, and
cable to it. Due to their small makes the camera ideal for use out on the camera. up to 500fps with 1280x720
size, the LED heads can be in onboard crash tests. The Micro-G1 is a new pixels. The user-configurable
placed where space is tight, self-containing camera can miniaturized high-speed resolution enables camera
such as under seats, below be used in harsh crash test camera for use in tight spaces. settings of 800x600 pixels
dashboards, or close to environments, and includes With its small size of just at a data rate of 1,000fps. The
the steering wheel column. a wide range of signals for 59 x 30 x 32mm (2.3 x 1.1 x camera comes ready to operate
Each LED head has 150W of external control, as well as 1.2in), and a weight of 200g, including the Imaging Studio
power, making it possible to feedback on camera status the Micro-G1 is said to set V4 software, and all cables and
illuminate larger fields of view. during tests. L-VIT offers new standards in terms adapters. As an additional
The ALED-2500 offers a mode remote switch-on capabilities, of the size and performance benefit, each Micro-G1 package
for continuous operation eliminating the need to attach of high-speed cameras. The comes with a 3.5mm (0.138in)
or one synchronized to the a PC before the test. camera’s optical core is a and 5.5mm (0.217in) rugged
strobe signal of high-speed Once switched on, the highly sensitive state-of-the- lens ready for onboard use.
cameras. Both lights and camera is ready to record a art CMOS sensor in color Finally, a test certificate from
controller are designed and sequence with the pre-defined or monochrome. Micro-G1 an independent test lab stating
certified by an independent parameters stored in the is connected via a single, that Micro-G1 withstands
test lab to withstand g-forces camera. The Imaging Studio lockable and rugged cable 100+ g-forces is available. ‹
in excess of 150g/10ms/all software now comes with
axes, and spikes of up to 200g. motion analysis capabilities,
The L-VIT is equipped with offering automatic tracking.
a highly light-sensitive CMOS For using the camera off-
sensor with 1920x1080 pixels board, the L-Motion with
and recording rates of up to an identical sensor, but
ONLINE 2,500fps with full resolution. less rugged build, offers
READER By reducing the resolution an economic solution for
INQUIRY
NUMBER frame rates, up to 100,000fps all needs in recording crash
can be achieved. The L-VIT is test movies in HD resolution.
509 designed and certified by an Multiple add-ons are available,

SEPTEMBER 2017
Encopim
Impact launcher
Active hood misuse testing has become commonplace in passive safety
labs, with analysis now requiring more dynamic, high-speed launcher systems
Active hoods are now
standard components
in new vehicles. Their
development became necessary
due to new exterior designs
of compact cars, harder hood
materials, larger engines, and
so on.
As a result, and thanks to
improvements in sensors,
active hood misuse testing has
become one of the most widely
conducted passive safety tests
by car makers and laboratories
in the last couple of years.
Encopim has recently
installed different Dynamic
Impact Test System (DITS)
units around the globe,
which are already providing
extremely high productivity
rates thanks to four main
characteristics: modularity,
universality, adaptability
and repeatability.
The DITS’s modular ABOVE: Encopim’s DITS regulatory tests and the
system design provides installed at the Applus+ current NCAP misuse tests,
more flexibility in testing IDIADA test facility in will be capable of meeting
Ingolstadt, Germany
because different modules for higher speed demands. This
LEFT: The PP-HDA
interior testing and ejection enables free flight and
new PP-HDA module can
mitigation can be attached to guided impact tests at be used to upgrade existing
one side of the arm. up to 70km/h (43.5mph) DITS. The positioning robot
The Pedestrian Protection (base, tower, arm/s and
– High Dynamics Actuator cart/s) and even the guiding
(PP-HDA) is universal as the system can be kept – only
same guides can be used for the propeller needs to be
launching both free flight and test requires the head and leg that the bonnet does not changed. This upgrade
guided heads, legs, misuse to be launched simultaneously deploy after a basketball reduces weight while the
impactors and the body block. to simulate a pedestrian being hits the bonnet at -40°C dimensions of the PP-HDA
As with all other Encopim run over). has become a routine check, module remain the same.
products, the DITS can be Launches do not need to be car makers want more – Encopim is scheduled
customized according to repeated due to the predictive launching of new impactors to install a cutting-edge
requirements. The customer control, which is guaranteed at 70km/h (43.5mph). new DITS at the Volvo Cars
can define not only the length thanks to real-time closed Furthermore, Encopim Safety Centre in Gothenburg,
of the base (to have more than loop control of the hydraulic has increased the energy Sweden, later this year. It will ONLINE
one testing position in the braking system, which acts on capacity of the propeller of be used to conduct both READER
INQUIRY
same lab) but also the height the piston rod. the PP-HDA module, which, sensory analysis research NUMBER
of the tower (to enable the use Now that tuning the in addition to performing the and development tests at
of a second arm in case the sensors’ control unit to ensure standard pedestrian protection up to 70km/h (43.5mph). ‹ 510

SEPTEMBER 2017 071
measX
7
Head injury
assessment
FEM-based calculation of accidents could enable more accurate
analysis of potential head and brain damage than the current HIC
The measX crash and three rotations) provided
analysis software by an experimental test or by
system, X-Crash, any multibody computation.
is used in facilities worldwide An important assumption
to analyze data captured in made in SUFEHM-Box is
full-scale tests, sled tests and that the skull does not sustain
component evaluation. In any deformation, as typically
recent years it has become happens in helmet testing
standard in almost all Euro or for any head impact
NCAP laboratories, offering against a soft surface.
standardized evaluation for Therefore, the human head
most global regulations. model implemented in the
X-Crash is based on SUFEHM-Box is the SUFEHM
National Instruments’ DIAdem with a rigid skull, which
standard software and the means that the skull fracture
application platform X-Frame, risk is not computed within
developed by measX. This the current program.
combination has been proved The model-based advanced
in widespread applications HIC function provides more
in the automotive industry. It accurate data on the potential
represents a very cost-effective damage to the head and brain
basis for all kinds of test than the conventional HIC
data evaluation applications. ABOVE: The new head injury of the classic HIC criterion, calculation by considering
The development of X-Crash prediction tool in X-Crash it makes use of linear and the direction of acceleration
uses the SUFEHM to assess
software was influenced the risk of damage (BELOW) rotational accelerations and as well as the rotational
heavily by learnings and determines the brain injury accelerations. With the model
experience of measX engineers criterion based on the time approach, the force load and
as well as incorporating evolution of complex linear risk of injury for the head is
customer feedback. and rotational head loading. estimated. The advanced HIC
In recent years, more The new head injury is implemented as an add-on
human body segment and prediction tool is based on to X-Crash and does not
whole body models have the SUFEHM. This model require any experience with
been used in automotive has been used extensively finite element modeling.
safety research. Detailed deep for real-world head trauma With more than 35
validated segmental models simulation, which has allowed years of experience, measX
are used for the definition it to derive injury criteria for provides consultancy services
of improved injury criteria, brain injury (DAI, AIS 2+), and complete systems for
transforming the models subdural hematoma (SDH) recording, managing and
into injury prediction tools. and skull fracture. evaluating measurement data.
X-Crash advanced HIC uses The SUFEHM-Box has It offers a portfolio of solutions
ONLINE the Strasbourg University been designed to assess from signal processing,
READER Finite Element Head Model head injury risk for any head measurement acquisition and
INQUIRY
NUMBER (SUFEHM) for calculation of impact characterized by a set automation to the software
the risk of head injuries in of six head acceleration curves interface and control – all
511 automotive crashes. Instead versus time (three translations from a single source. ‹

SEPTEMBER 2017
Vision Research
7 To learn more about this advertiser, please visit:
Enhancements
in data capture
Digital high-speed video is one of the most valuable crash
analysis tools at the disposal of today’s vehicle test engineers
The new Miro JBox provides high
Vision Research, flexibility and modularity in building
the producer of multi-camera configurations as
Phantom high-speed simple or complex as needed
cameras, has been busy this
summer with the introduction test solutions. “It brings the
of a key feature to the Miro flexibility and image quality
C-Series cameras and the that many crash test centers
expansion of key component need.” The original Miro JBox
functionality for automotive will be discontinued, but
testing. These enhancements, upgrades are available.
meant to increase the ease and This time last year, Vision
flexibility of use, distinguish Research introduced the
Vision Research’s products Miro N-Series, a tiny camera
from those of competitors. head attached to a separate
The Phantom Miro camera base via a CXP cable.
C-Series, built to use the The N-Series is perfect for
rugged C-mount lenses cameras, to meet just about explains Kevin Gann, director small spaces and destructive
necessary in destructive any high-speed need. Phantom of R&D. environments as the images
situations, has a sensor that high-speed cameras can be To satisfy this demand are stored separately from the
takes advantage of small found not only in automotive and make the VEOs even more head, ensuring data integrity.
pixels, measuring 5.6µm. crash testing applications, accessible to the automotive The Miro N5 head fits snuggly
Small pixels mean a small but in just about any other industry, Vision Research in door panels, under gas
sensor and small camera, industry and research center. expanded the capability of pedals and next to tanks, while
providing excellent detail in In 2015 the VEO family the Miro Junction Box (JBox) the 0.5 lb (0.227kg) base can
hard-to-reach areas. However, of 1MPx and 4MPx cameras with the introduction of be placed up to 3m (10ft) away.
the trade-off of small pixels is was introduced, bringing a the Miro Junction Box 2.0. The camera base unit was
that the sensor is not as light more powerful high-speed Introduced in 2014, The Miro designed to work with the
sensitive as one with large camera to researchers at a JBox connects up to six Miro Miro JBox, but as all crash test
pixels. This can be a problem cost-effective price. The VEO cameras, whether Miro C210s scenarios have some amount
in certain crash test situations 710 offers a frame rate of or C210Js, Miro R or LC, or of variability, sometimes that
where it is difficult to add 7,000fps at maximum 1MP legacy Miro M, Miro 3, or connection is not feasible.
light. To compensate for resolution, and the VEO 640 Miro eX4. The JBox 2.0 can To meet this need, Vision
this, Vision Research provides 1,400fps at full 4MP connect up to six Miros, four Research designed a Miro
introduced Exposure Index resolution, but both are only VEOs, or a combination of the N-series base that can operate
(EI) selection to the Miro 5in cubes and can survive two. This gives extra flexibility independently, without the
C-Series. EI provides seven the powerful forces found in and added capability to crash JBox. This new feature enables
pre-programmed tone curve sled testing. Until recently test situations. even more placement options
patterns to lighten the image VEOs were available only “We’re excited to expand in a variety of situations where
while adding as little noise as as standalone cameras. the Miro JBox capability so cables typically cause issues.
possible. The EI settings do “We recognized a strong that we can include the VEOs This variant also offers cost
not affect the original data need for the automotive crash in the automotive crash test savings in situations where ONLINE
but increase the camera’s test industry to integrate the workflow, both for onboard only the Miro N5 head is READER
INQUIRY
effective ISO rating. image capability the VEOs and offboard opportunities,” required. Both variants are NUMBER
Vision Research claims to offer with existing crash test states Doreen Clark, product available to meet specific
have the broadest range of infrastructure and workflow,” manager for automotive crash workflow requirements. ‹ 512
www.AutomotiveTestingTechnologyInternational.com
SEPTEMBER 2017 073
Kistler
7
In-dummy
data device
A revolutionary data acquisition system is enabling engineers
to yield more usable data than ever before in crash testing
LEFT: Kistler’s compact system has
Continental Safety the Lower Franconia greatly improved crash test dummy
Engineering uses region of Germany, the data acquisition capabilities (BELOW)
Kistler data company has conducted
acquisition technology around 300 development
for efficient and effective projects, over 6,000
execution of measurements crash tests and more
in crash tests. Continental’s than 200 simulations.
crash test dummies, for With the introduction
example, are equipped of DTI technology,
with Kistler’s DTI (digital Kistler has paved mounted in the dummy.
transducer interface) the way for simple Using a single cable, test
technology. DTI technology and effective data is downloaded for
converts analog signals into modernization evaluation via the vehicle
digital signals and transmits of older crash measurement communication box.
them to a central data recorder test measurement data is obtained,” In 2015 Kistler integrated
via a digital databus circuit. equipment. In says Thomas Wild, 10 of Continental’s H3 crash
DTI technology is reliable and 2015 Kistler was team manager for dummies with DTI as well as a
ensures high data quality. The commissioned to measurement and WorldSID ATD. The challenge
reduced space requirements expand the DAS and video technology with the H3 dummies was to
provide multiple additional to upgrade Continental’s at Continental Safety integrate the technology into
benefits – less bulky data in-dummy sensor systems Engineering. “In the existing processes and
acquisition is required in the with the new DTI technology. general, the requirements of infrastructure. Continental
trunk, and the replacement Approximately 550 sled tests are increasing and with also uses Kistler’s KiDAU data
of thick analog sensor cabling tests and 450 crash tests are them the number of vehicle acquisition unit. The new and
with a single digital cable currently performed annually measurement points.” existing hardware are now
from the dummy to the at the company’s development The number of sensors compatible, and the Kistler
vehicle makes installation site. “As we conduct such a needed in a crash test has also CrashDesigner software has
easier and preparation time high number of tests, we continued to increase, while been adapted and expanded
much quicker. wanted to bring our test installation space in vehicles is to meet Continental’s needs.
Continental Safety equipment up-to-date with decreasing. Furthermore, there The DTI technology can
Engineering has been working new technology to ensure is a requirement for increased be installed in all dummy
with Kistler since 1993. In its efficient processes and to reliability and a reduced error models including THOR-M.
test and development center in guarantee accurate, reliable rate in testing. Continental is now able to
In-Dummy DAS Technology
DTI technology greatly reliably combine a number
expands the capabilities of of different tried-and-tested
in-dummy data acquisition. devices with the new hardware.
It uses an integrated databus “With its technical expertise
system, where signals from and many years of experience
a wide range of sensors are in the field of vehicle safety,
converted into digital output Kistler has proved with this
DTI Data Recorder
ONLINE signals by digitization modules project that DTI technology is

READER (DiMods). The digitized sensor the most suitable measurement
INQUIRY
NUMBER signals are then recorded system on the market for
during the crash by a central in-dummy installations,”
513 Sensor with DiMod Power Trigger Ethernet
Kistler DTI data recorder says Wild. ‹

SEPTEMBER 2017
AMS
7 To learn more about this advertiser, please visit:
Effective data
management
A combination of analysis and visualization software provides a complete
solution for local and distributed crash test data management and reporting
A huge amount of raw validated against information
data is created during provided by the server.
crash tests. Data The HTML5-based
processing should be as easy web front end created using
and intuitive as possible for the latest React technology
engineers, so as to support provides an easy, fast and
their work rather than be a simple user interface to
part of it. A data processing search for tests. MaDaM
system must be able to deal can be used from any device
with large data volumes, that is equipped with a
different data types, special modern browser, available
demands on metadata and on Windows, Linux, Mac,
access from various user tablets and even phones.
groups. AMS offers a system The engineer can search for
to support the entire workflow measurements with free-text
in handling crash data, queries and can filter them
with its measurement data based on customized defined training. If the crash More than 30 MaDaM
systems are in use globally
management system MaDaM parameters such as test date, data contains all the
at facilities including
and analysis software jBEAM. laboratory and other specific information about the test Magna Seating and SAIC
MaDaM was created with values. Relevant aspects of the type and the regulation, a full
three basic concepts in mind: measurement file are extracted assessment can be initialized
application specific import, during the import, and automatically using the as unexpected channel codes
high-performance search and indexed once uploaded. channel codes and header or incorrect units.
powerful analysis. Measured Searching through this index information. If some channel The Crash Assistant uses
data is transferred to the main takes milliseconds. Finding codes are incorrect, it is a tree structure for sub-
system via an import module every measurement that easy to map them to the assessments and calculations
full of business logic. It can contains a lateral head inputs of the component. to visualize coherence. For
subsequently be searched acceleration channel with a For more advanced users example, the loading case
using a powerful search maximum of more than it is possible to make more Euro NCAP Frontal ODB 40%
engine based on Elasticsearch 600m/s², for example, takes detailed configurations. The has the node head, which in
technology. Finally, after around 10ms in a database of post-processing enables users turn has the node HIC. The
retrieving a specific crash 1,000 measurements. to invert channels, use CFC configuration of this single
test, an interactive analysis jBEAM provides many filters or change the unit, calculation can be changed
can be executed to create possibilities for analyzing among other things. Especially by the user.
standardized reports or to and visualizing measurement important is the fact that Another important feature
compare measurements. data. While the software jBEAM calculations always is the ability to make an
However, reliable and is developed to handle use quantities instead of assessment with multiple
easy searches depend on the measurement data from plain numbers. This way, tests, so the user can import
consistency and integrity of different application areas, it is possible to perform several test files and compare
the data. The special MaDaM it also provides a powerful calculations with different the calculation. For instance,
importer ensures both of tool for crash analyses – Crash but compatible units such as the user can import multiple ONLINE
these things during the initial Assistant. The Crash Assistant ‘g’ and ‘m/s²’. The user-friendly whiplash tests and compare READER
INQUIRY
importing process. Changes is equipped with a user- interface provides information the total score as well as the NUMBER
made to the metadata of friendly interface designed to avoid errors. A list details measurement channels of the
imported measurements are to avoid time-consuming any potential problems, such head acceleration. ‹ 514

SEPTEMBER 2017 075
Seattle Safety
Upgraded
sled system
Tougher test standards have created the need for improved simulation of
rotational yaw and lateral translation, with reduced complexity and payload
Today’s occupant RIGHT: ServoSled Twist is retrofittable
to existing sleds, enabling dynamic
safety engineers are yaw/lateral simulation (BELOW)
designing to new
regulations that are not well
simulated by linear sled
systems. The IIHS small large forces with a higher
overlap and the proposed frequency response than
NHTSA oblique testing conventional high-flow
programs produce vehicle multistage servo-hydraulics.
and occupant motions that Traditionally engineers avoid
are not fully restrained by friction as it can be difficult to
the safety systems of the past. predict and control, especially
The tougher testing conditions within the time restraints
cause a combination of of a crash event.
rotational yaw and lateral However, the
translation with very Seattle Safety
complex occupant trajectories. ServoSled has
Simulating yaw with a proved that with
static pretest setup is often a clever control
insufficient to produce a good system and using
test, particularly for small real-time closed
overlap load cases. loop control from the Twist is retrofittable to analysis of publicly available
All pitch systems and accelerometer, friction can existing 3.1MN ServoSleds. crash test data. The current
all yaw/lateral translation be mastered. Seattle Safety The innovative solution design was optimized to
system designs increase has now applied its mastery maintains the high payload perform to the requirements
complexity and reduce to dynamic yaw/lateral capacity of the ServoSled and specified by the development
payload. The engineering translation. Based on the can be removed in half a day partner. Seattle Safety
challenge is to meet the new company’s core servo-brake to enable conventional linear understands that not every
requirements, minimizing the technology, Seattle Safety or pitch testing. All three customer will have the
payload hit and complexity. has developed the ServoSled systems provide pre-crash same needs or agree with
Seattle Safety has a history of Twist – a dynamic yaw/lateral occupant positioning and the design approach selected
engineering innovation and translation system that precise movement of the and that there may be several
discovering simple solutions accelerates a 1,200kg (2,646 lb) occupant protection zone, approaches to solve each
to complex problems, with payload with 600mm (23.6in) enabling placement of the problem. Its unique ability
an increase in performance. of lateral translation and 25° ATD where and when needed. to modify existing designs
The company’s core of rotation with full closed- The ServoSled Twist and adapt to requirements
product, the ServoSled, has loop motion control. was developed as part of ensures that a customer gets
proved that a servo-controlled Like the Seattle Safety a partnership with several car the right equipment for their
friction brake can modulate Pitch system, the ServoSled manufacturers using extensive specific needs. ‹
ONLINE
READER
INQUIRY
NUMBER
515

SEPTEMBER 2017
HuDe
Modular test tools for

interior components
Enhanced computer software is making the evaluation of
passive safety systems more reliable and easy to handle
Aiding development LEFT: An automatic
camera positioning
of vehicle occupant system attached to a
safety components launcher test bench
during passive safety testing BELOW (LEFT): The
is HuDe’s Pro-X4 core test new FINAL-Tank test
system. The software has been system shows the
variation in restraint
updated with new functions behavior in both
to provide easy and reliable crash and sled tests
handling of test equipment BELOW (RIGHT):
for many different tasks. The new drop tower
For example, there are for the airbag cover
opening is directly
new add-ons for double head inserted into the
curtain airbag impact and production line for
maxilla testing with HuDe’s instrument panels
standard linear impact
machines, while the company’s
ejection mitigation carrier now
features integrated calibration
mechanics to help engineers position parameters in the x, two systems for determining presented as either a ‘pass’
comfortably validate the y and z directions, enabling product compliance. or a ‘fail’ to the test engineer.
consistency of test conditions. panning and angle tilting, as The first is a new drop Consequently, any possible
For quality assurance in well as making adjustments to tower for airbag cover failures can be fully detected
production tests, protocols the focus, iris and aperture. By openings, which is directly straight away.
must not be too complicated, using a predefined parameter inserted into the production The second new system is
yet must also be able to be template, all automated camera line for instrument panels the FINAL-Tank test system,
presented and archived very systems can be put into their and checks the precision of which performs compliance
quickly. As such, Pro-X4 now required recording positions the airbag cover very quickly. tests of airbag inflators. Using
features a range of extended in just a few seconds during Without requiring an inflator an open test vessel with precise
protocol features based on the test setup phase. to assemble an airbag module, simulation of airbag cushion
XML test data repositories The latest test modules to the airbag cover is opened by ventilation holes, the FINAL-
and a drag-and-drop design. be added to Pro-X4 include a drop mass and the result is Tank test system provides
Using Pro-X4’s new protocol an accurate representation
templates, test engineers can of the differences in restraint
now easily provide customized behavior during crash and
protocol sheets for every user. sled tests.
For example, application In conclusion, the Pro-X4
modules are available for test system provides a wide
pyrotechnic igniter tests based variety of applications based
on AK-LV 16 and for non- on a modular extendable
destructive thermal transient hardware control and familiar
tests. Pro-X4 can also be used software operation, which is ONLINE
to set precise and repeatable very helpful for improving READER
INQUIRY
positions of high-speed workflow and reliability in a NUMBER
cameras and illumination versatile, passive safety test
systems, controlling their lab environment. ‹ 516

SEPTEMBER 2017 077
Photron
7
High-speed cameras
Advancements in digital high-speed imaging technology have included
higher frame rates, improved ruggedness and extended operation times
Digital high-speed environments and

imaging is now an tight spaces.
established and At the heart of the
mature technology, with new Mini CX camera
large numbers of high-speed is a unique advanced
camera systems in regular CMOS image sensor
everyday use throughout optimized for high
automotive and industrial light sensitivity.
testing facilities worldwide. Providing genuine
The latest-generation digital 1920x1080 pixel
high-speed imaging products HD resolution at
have now entered the market, 1,000fps without
bringing with them levels of interpolation, the
imaging performance and image sensor is fully
operational features that compatible with ruggedized
A data display shows information such as frame rate, shutter speed and trigger
satisfy the wide range of 1in (25.4mm) C-mount lenses. mode. Captured images can be saved with or without image or comment data
application requirements The FastCam Mini CX
within automotive testing. incorporates innovative prior to recording using the key principles of Photron
The newest addition to features to enhance operation either an HDMI video in its 40-year history as a
the FastCam Mini range in crash testing. An internal output or via a wi-fi wireless manufacturer of high-speed
of cameras from Photron, battery provides operation network interface built into imaging products. With
FastCam Mini CX, has been for a minimum of 30 minutes the camera. Triggering and established technical support
designed to provide full HD without external cables and synchronization of multiple centers in Europe, the USA
resolution recording at high power supplies and assures cameras is achieved through and Asia, staffed by factory-
frame rates in sled, barrier safe backup of valuable a single I/O connector. The trained engineers capable of
and full-scale crash test recorded image data. In camera also features a built-in providing full local support
applications. Certified to addition, image data can be acceleration sensor that can and service to its customers,
ONLINE withstand g-forces in excess automatically saved to an be used to trigger recording Photron believes it is well
READER of 150g/10ms in all axes, the integrated compact flash in the unlikely event of a positioned to meet the
INQUIRY small and lightweight camera media for extra data security. trigger system failure. challenging demands of
NUMBER
design makes it suitable for Operators can accurately High image quality and automotive testing, both
517 use in a range of harsh position and set up cameras product reliability have been now and in the future. ‹
INDEX TO ADVERTISERS
4activeSystems GmbH..................................... 48 Reader Inquiry Service.................................. 33 (IST)...................................... Inside Front Cover
Altran Osterreich GmbH.................................. 36 Diversified Technical Systems Kistler Instrumente AG.................................... 79
AMS GmbH...................................................... 11 (DTS ).................................... Inside Back Cover MeasX GmbH & Co KG..................................... 47
AOS Technologies............................................ 11 Encocam Ltd.................................................... 17 Meggitt Sensing Systems................................. 23
Automotive Testing Expo India 2018............... 68 ENCOPIM SL.............................................. 39, 68 Messring Systembau
Automotive Testing Expo in Novi, Escribano Testing Solutions............................. 51 MSG GmbH........................ Outside Back Cover
Michigan 2017......................................... 5,7, 8 High Speed Vision GmbH........................... 44, 48 ORME.............................................................. 47
Automotive Testing Expo Korea 2018.............. 39 HuDe GmbH.................................................... 44 PCO AG.............................................................. 2
Autonomous Vehicle Safety Regulation World Humanetics..................................................... 29 Photron (Europe) Ltd....................................... 51
Congress 2017.............................................. 60 Hyge Inc........................................................... 23 Seattle Safety................................................... 17
Crash Test Technology International Online Instron Structural Testing Systems Vision Research............................................... 33

SEPTEMBER 2017
High Speed Vision

Climatic testing of airbags

Many high-speed cameras are unsuitable for use inside climate chambers, however
a unique new system without active cooling is able to withstand the harsh conditions
Airbag systems are The new LED Now High Speed Vision’s
light from HS
an indispensable high-performance LED 4423D
Vision features
component of passive an actively lighting can be operated in
safety systems and must cooled housing the climate chamber without
function reliably, even under active cooling. Its 500,000 lm
the most extreme climatic luminous flux and variable
conditions. They are therefore optics mean that a lighting
tested in climate chambers in intensity of 220,000 lux
which they are exposed to can be achieved at a distance
temperatures from -50°C of 1m (3.3ft). Also, an actively
(-58°F) to +90°C (+194°F) the lighting were able to recording to be made. This cooled housing is necessary
and then triggered. The withstand such extreme meant that the quality of for operating high-speed
triggering process and airbag environmental conditions. the high-speed recording cameras in the climate
deployment are tested and Therefore, video recordings was likely to be influenced chamber; High Speed Vision
documented with high-speed had to be made through by reflections in the glass offers an actively cooled ONLINE
cameras at recording a window in the climate window, or that the climatic housing for the SpeedCam READER
INQUIRY
frequencies of 1,000-5,000fps. chamber or the test object conditions changed when EoSens mini models and new NUMBER
Until now however, neither had to be removed from the test object was removed range of SpeedCam MacroVis
the high-speed cameras nor the climate chamber for a from the climate chamber. high-speed cameras. ‹ 518
A clever
connection …
960-653e-11.16
… plug in and measure. With the DTI (Digital Transducer Interface) technology, our
customers discover a new dimension of efficiency for vehicle testing. The digitalization
of the signal and the need for just a single cable for data, synchronization, configuration
and power supply now make data acquisition even leaner, faster and easier. Wherever
and whenever you need technical support, we are ready to assist with our complete,
customized solutions and full-scale professional service across the globe.
www.kistler.com
OPINION
Antonio
Avenoso
Why Europe needs to ensure
that crash test requirements
remain a safety priority
The European Transport Safety But with this focus on new
Council’s (ETSC) latest research technology, there is a danger that
shows that 25,671 people died on crash testing requirements are
European Union (EU) roads last year. deprioritized. OEMs are already
Despite improvements in road safety lobbying with the message that
over the past 20 years, progress in reducing active/preventive measures should
deaths has slowed to a virtual halt since 2014. take priority over passive safety
New EU figures, published last year for the first requirements. The ETSC disagrees.
time, show that a further 135,000 suffer life- The numbers of pedestrians and cyclists
changing injuries each year, based on the dying in crashes has declined more slowly
international MAIS 3+ scale of serious injury. than the number of car occupant fatalities in
Hitting the EU target of halving road deaths recent years. Crash avoidance systems are not
over the 10 years to 2020 looks increasingly perfect and collisions will occur in situations
out of reach. Major efforts are now needed in where a crash cannot be avoided or mitigated.
the crucial areas of enforcement, infrastructure, Active safety technologies should complement
driver behavior and vehicle safety. It has been advances in passive safety, not replace them.
around eight years since minimum vehicle safety Thus the ETSC would like to see two tests that
standards and pedestrian protection rules were are currently conducted for ‘monitoring purposes’
updated in the EU. Proposals for new regulations made mandatory: the bonnet leading-edge test
are expected early next year. And it’s about time. and the adult headform-to-windshield protection
Euro NCAP has played a key role in boosting test. Cars fitted with AEB should not be subject to
safety standards in the European market in recent weaker test requirements as some have argued.
years. But the ETSC is concerned that consumers The speed for the adult headform-to-windshield test
should be increased to at least 40km/h (25mph) – a New minimum
“Active safety technologies more realistic speed reflecting real-world collisions.
The ETSC also believes that, with increasing
vehicle safety
standards are
should complement advances in rates of cycling in Europe, particularly in urban critical to
reducing deaths
areas, cyclist safety must be taken into account
passive safety, not replace them” in future regulations.
and serious
injuries on
Improved minimum safety levels will also help European roads
could be getting the wrong impression about the extend the EU’s lead in automotive safety – they
safety of new vehicles. That’s because new cars will be good for business. The EU is the world’s
that currently meet only the minimum legal safety largest producer of motor vehicles, with a 25%
standards in the EU would receive zero stars in share of global production. Beating off global
tests carried out by Euro NCAP. competition remains a challenge, but developing
Euro NCAP does not have the resources to test passive safety technology can play a crucial role.
all models of cars and there is currently no such Europe represents a home market of 500 million
equivalent for large vans and trucks. Thus, legal consumers with relatively high incomes. Third
minimum standards must be improved. markets are growing fast, changing trade flows
The EU has published a list of 19 new safety and the automotive value chain. Upgrading crash
technologies it is considering for mandatory test requirements will create a market advantage
adoption. On the technology side, the ETSC for the European car industry as manufacturers
believes that automated emergency braking will be in a better position than third market
(AEB), intelligent speed assistance, advanced producers to face higher safety standards. ‹
seatbelt reminders and a standard interface for
an alcohol interlock to be fitted, are critical. All Antonio Avenoso is executive director at the European
these solutions are feasible and cost-effective Transport Safety Council, a Brussels-based independent
with current technologies, according to the UK non-profit organization working to reduce the numbers
Transport Research Laboratory. of deaths and injuries in transport in Europe

SEPTEMBER 2017
Meet SLICE6
The Game-Changer for In-Dummy Data Acquisition.
© 2017 DTS
www.dtsweb.com
WE MAKE IT STANDARD.
WORLDWIDE.
| The crash test facility manufacturer.
| Providing everything for crash and sled testing.
| All in-one supplier. Order it. Get it. Start Testing!
| The integration specialist.
| Benefit from almost 50 years of experience.
| Innovations made in Germany.
| Customized and standardized solutions for all demands.
| Over 100 test facilities worldwide. WWW.MESSRING.DE

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SEPTEMBER 2017

Everything you need to know

South East Asia

John Thornton Alex Bradley Williams, Karl Vadaszffy Suzie Matthews

Crash Test Technology International

Untitled-2 1 31/08/2016 10:50

Obese and elderly

Crash Test Technology International

Expediting body parts

004 Crash Test Technology International

OCTOBER 24-26, 2017

It’s going to be very busy at Automotive Testing Expo in Novi, Michigan

››› www.testing-expousa.com ‹‹‹

006 Crash Test Technology International

OCTOBER 24-26, 2017

It’s going to be very busy at Automotive Testing Expo in Novi, Michigan

››› www.testing-expousa.com ‹‹‹

AMERICA’S BIGGEST VEH IC

H ICLE AND COMPONENT

It’s going to be very busy at Automotive Testing Expo in Novi, Michigan

››› www.testing-expousa.com ‹‹‹

LEFT: The Hyge G crash simulator

With a power rating of 3.2MN, the

FCA Safety Center

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C-VIT and Micro-G1 from AOS Technologies

factor OEM-derived computational modeling

Toyota’s THUMS will enable

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Soichiro Honda, founder of the automotive

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Verizon IndyCar Series

“THUMS is very adaptable, you simply need to get

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The tests will be progressive, and Wright expects

“GIMSS will define the kind of people we are testing

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Learn more at:

Do it ALL with the ServoSled®

Repeatable high volume occupant

Specialized component and

Seattle Safety offers a full range of solutions

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complex they are, and between

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simulation software. Some 30,000 simulations were

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For the rollover test, an XC60

“We work with dangerous scenarios where people have either

passive safety as well as its approach to overall vehicle

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-10 0% -10dB 0dB

James Green, lead project officer and safety

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Crash Test Technology International

“Our initial research opened a lot of people’s eyes

INSET: Modular bodies

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Automotive Engineers. The tests are tailored to the

Newer cot retention

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Get to know the new methods

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Crashtest_AD_2016.indd 1 9/2/2016 9:12:33 AM

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Crash-test Facilities and Crash Simulation Sleds