11

Japan Research Activities in the GTR-7 Phase 2 IWG

Crash pulse research status based on Japan accident research and Vehicle

rear impact test

1

JASIC/Japan

Feb. 2-3.2010

GianottiText BoxGTR7-02-16

22

1.Accident analyses in Japan

2.Vehicle crash test

3.Sled pulse proposal

33

Trend of Rear-End Collision

•• RearRear--End Collisions account for 32% of all traffic accidents. End Collisions account for 32% of all traffic accidents.

•• The number of rearThe number of rear--end collisions reached the highest in 2004, end collisions reached the highest in 2004,

and remain at this high level since then.and remain at this high level since then.

3

0

50,000

100,000

150,000

200,000

250,000

300,000

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

Num

ber of accid

ents

V2P Head-on Rear-end Crossing-path

Left/right-turn Other V2V Single-vehicle

Head-on

21,067

3%

Vehicle-to-pedestrian (V2P)

73,1599%

Train

960%

Sideswipe (opposing)

8,287, 1%

Other vehicle-to-vehicle (V2V)

72,659

9%

Single-vehicle43,108

5%

Sideswipe (passing)

11,472, 1% Left/right-turn

117,183, 14%

Crossing-path

224,45527%

Rear-end

260,96831%

44

Trend of Permanent Disabilities by Rear-End Collisions

4

Yearly Change in the Number of Permanent Disabilities by Accident Type

(Total Disabilities in 1992-2002)

•• The number of permanent disabilities by rearThe number of permanent disabilities by rear--end collisions have end collisions have

been significantly increasing in Japan since 1997.been significantly increasing in Japan since 1997.

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

H4 H5 H6 H7 H8 H9 H10 H11 H12 H13 H14

年

後遺障害者数

（

）

Human-

vehicle

Full-frontal

crash

Rear-end

collision

Head-on

collision

During

right/Left turn

Other

multi-vehicle

Single vehicle

crash

Others

Number of Permanent Disabilities

(person)

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

55

Type of Injuries due to Rear-End Collisions

•• Minor neck injuries account for 92% of injuries to drivers in reMinor neck injuries account for 92% of injuries to drivers in rearar--

end collisions.end collisions.

5

All vehicle types, Total

Minor injuries (neck)

159,557

92%

Severe injuries

(other than

neck)

273

0.1%

Severe injuries (neck)

868

0.5%

Death

11

0.006%

Minor injuries

(other than neck)

13,931

7%

All vehicle types, Females

Minor injuries (neck)

62,589

93%

Severe injuries

(other than neck) 102

0.1%

Severe injuries (neck)

322

0.5%

Death

0

0.000%

Minor injuries

(other than neck)

5,651

7%

All vehicle types, Males

Minor injuries (neck)

96,968

92%

Severe injuries

(other than neck)

171

0.1%

Severe injuries (neck)

546

1%

Death

11

0.01%

Minor injuries

(other than neck)

8,280

7%

66

Delta V and Injuries to Drivers of Rear Impacted Vehicles

��AIS 1 (Minor) neck injury is the most frequent injury up to DeltAIS 1 (Minor) neck injury is the most frequent injury up to Delta V of a V of

40km/h.40km/h.

��The number of injuries is the highest at less than 15km/h Delta The number of injuries is the highest at less than 15km/h Delta V .V .

��Tendency of AIS2+ neck injuries makes it difficult to analyze duTendency of AIS2+ neck injuries makes it difficult to analyze due to e to

insufficient numbers. insufficient numbers.

6

0

6

12

18

24

30

5 10 15 20 25 30 35 40 41

v [km/h]

Num

ber of in

juries

0%

20%

40%

60%

80%

100%

Cum

ula

tive c

om

positio

n rate

No injury

Neck injury AIS1

Neck injury AIS2 or above

Other injuries

Neck injury AIS1, cumulative

77

害AIS1

63%

13%

害AIS2

2%

害AIS

2%

害AIS2

7%

害AIS1

13%害AIS1

85%

9%

害AIS2

4%

害AIS

0%害AIS2

0%

害AIS1

2%

Injury Distribution at less than / more than or equal to Delta

V 20km/h

7

•• AIS1 neck injury presented the highest percentage AIS1 neck injury presented the highest percentage for both Delta V of less for both Delta V of less

than and more than or equal to 20km/h.than and more than or equal to 20km/h.

•• Although the number of oAlthough the number of other injuries (upper & lower extremity, chest, ther injuries (upper & lower extremity, chest,

abdomen, etc.) increases abdomen, etc.) increases at delta V of 20km/h or more, AIS2+ neck at delta V of 20km/h or more, AIS2+ neck

injuries consist 2% even if delta V is 20km/h or more . injuries consist 2% even if delta V is 20km/h or more .

Injury Distribution at less than

Delta V of 20km/h :

Total 54 injuries

(1993 2006 micro analyses)

Injury Distribution at more than

or equal to Delta V 20km/h :

Total 55 injuries

(1993-2006 micro analyses)

Other injuries

AIS Unknown

Other injuries

AIS 2+

Other injuries

AIS 1

Neck injuries

AIS 2+

No

injury

Neck injuries

AIS 1

Neck injuries

AIS 1

Other injuries

AIS Unknown

Other injuries

AIS 2+

Other injuries

AIS 1

Neck injuries

AIS 2+

No

injury

88

Delta V study

�� Head restraint GTR Phase 2 activities should aim to reduce Head restraint GTR Phase 2 activities should aim to reduce

minor neck injuries of WAD grade 2 or less (AIS1), especially minor neck injuries of WAD grade 2 or less (AIS1), especially

longlong--term injuries (permanent disability).term injuries (permanent disability).

�� The number of longThe number of long--term injuries is the highest at 30 term injuries is the highest at 30 -- 40km/h 40km/h

crash crash recognition speed, which is about 16 speed, which is about 16 -- 22 km/h delta V.22 km/h delta V.Permanent disabilities, Grade 12 (2nd party)

0

300

600

900

1200

1500

10 20 30 40 50 60 70 80 90 90

Crash recognition speed (km/h)

Num

ber of occurr

ences

0%

20%

40%

60%

80%

100%

Cum

ula

tive c

om

positio

n rate

Permanent disabilities, Grade 14 (2nd party)

0

2000

4000

6000

8000

10000

10 20 30 40 50 60 70 80 90 90

Crash recognition speed (km/h)

Num

ber of occurr

ences

0%

20%

40%

60%

80%

100%

Cum

ula

tive c

om

positio

n rate

Crash Recognition Speed

Speed at which the strike driver first recognizes a crash situation by perceiving the vehicle, person, object, etc.

Permanent Disabilities - Nervous Symptoms”Traumatic cervical syndrome” (cervical spine sprain, cervical strain), which does not accompany any cervical spine bone or spinal cord

injury such as dislocation or fracture of the cervical spine, is assessed as “disorder of the nervous symptom or mental disorder” if it is

medically proven/explained that the future recovery cannot be expected.

Grade 12: With a local persistent neurological symptomThe symptom remaining in the head/neck, upper limb or back caused by traumatic cervical syndrome can be medically proven by

objective findings such as those from neurological testing or images.

Grade 14: With a local neurological symptomAlthough the symptom remaining in the head/neck, upper limb or back caused by traumatic cervical syndrome cannot be medically

proven by objective findings such as those from neurological testing or images, its continuity/consistency is recognized from the

situation where the injury occurred, progress of treatment, etc. and thus it can be explained, and it is medically presumed that it is

not merely an intentional exaggeration.

99

Crash pulse study (Car to Car)

1. Car to Car Test to reproduce typical accident case (30-50km/h)

Provided from NSVA

Table 5.3.1. Acceleration Pulse Overview (car to car test) [3][4][5]

1010

Crash pulse study (MRB to Car)

1. Car to MRB Test to reproduce 35km/h crash. Provided from NSVA

Tp: Time during which the acceleration goes down after 90% of the maximum speed change is recorded [19]

1111

80 110Duration [ms]

16 22Delta V [ m/s]

Candidate

Peak acceleration

[m/s2]

100 130

Mean acceleration

[m/s2]

45 70

Crash pulse study

Car to Car Test

* underride / override occared

Car to Car Case 1 Case 2 Case 3 Case 4 *

Peak acceleration [m/s2] 101.9 162.7 162.7 53.9

Mean acceleration [m/s2] 47.63 80.07 78.60 27.44

Duration [ms] 111.6 107.7 105.0 128.5

Delta-V[km/h] 19.0 27.7 23.2 12.6

Impact speed [km/h] 35.2 49.9 30.1 29.1

Proposed typical

crash pulse

Moving Rigid Barrier to Car Test

MRB to Car Case 1 Case 2 Case 3

Peak acceleration [m/s2] 136.2 112.7 141.1

Mean acceleration [m/s2] 60.17 79.18 69.19

Duration [ms] 109.9 90.9 70.0

17.2 17.9 17.6

Impact speed [km/h] 35.1 35.4 35.5

Delta-V[km/h]

1212

MRB to Car test case2 (delta V=17.9km/h)

-50

0

50

100

150

200

250

300

0 50 100 150 200

Time [ms]

Accele

ration [m

/s2]

CFC20

CFC36

CFC60

• Both car to car and MRB to car tests show “Triangle

Shape Pulse”.

• Both car to car and MRB to car tests show “Triangle

Shape Pulse”.

12

Reconstruction test case1 (delta V=19km/h)

-50

0

50

100

150

200

0 50 100 150 200

Time [ms]

Accele

ration [m

/s2]

Reconstruction test case2 (delta V=27.7km/h)

-50

0

50

100

150

200

0 50 100 150 200

Time [ms]

Accele

ration [m

/s2]

MRB to Car test case1 (delta V=17.2km/h)

-50

0

50

100

150

200

250

300

0 50 100 150 200

Time [ms]

Accele

ration [m

/s2]

CFC20

CFC36

CFC60

Crash pulse study (Pulse shape)

1313

Test Pulse proposal

Following pulse is proposed.

� Delta V: 16 22 km/h

� Peak acceleration : 100 130 m/s2

� Mean acceleration : 45 70 m/s2

� Duration : 80 110 ms

� Pulse shape : Triangle Shape Pulse

Following pulse is proposed.

� Delta V: 16 22 km/h

� Peak acceleration : 100 130 m/s2

� Mean acceleration : 45 70 m/s2

� Duration : 80 110 ms

� Pulse shape : Triangle Shape Pulse

0

30

60

90

120

150

0 30 60 90 120 150

Time [msec]

Accele

ration [m

/sec

2]

20[km/h]

16[km/h]

(Same as Euro

NCAP mid pulse)

1414

0 00 00 00 0

5 05 05 05 0

10 010 010 010 0

15 015 015 015 01111

HHHH

1111

1111

30303030

20202020

10101010

0000

10101010

20202020

30303030

40404040

0000 50505050 100100100100 150150150150 200200200200 250250250250 300300300300

0809 010809 010809 010809 01 0809 020809 020809 020809 02

0809 030809 030809 030809 03200200200200

100100100100

0000

100100100100

200200200200

300300300300

400400400400

0000 50505050 100100100100 150150150150 200200200200 250250250250 300300300300

0809 010809 010809 010809 01

0809 020809 020809 020809 02

0809 030809 030809 030809 03

Repeatability Evaluation in case of 16km/h

Except for Upper neck MY , all

other indicators show good

repeatability.

Except for Upper neck MY , all

other indicators show good

repeatability.

H 1H 1H 1H 1

100100100100

80808080

60606060

40404040

20202020

0000

20202020

40404040

60606060

80808080

0000 50505050 100100100100 150150150150 200200200200 250250250250

0809 010809 010809 010809 01 0809 020809 020809 020809 020809 030809 030809 030809 03

Normal 4.3Passive 1.6Re-Active 2.5

OC-T1 (mm)Standard Deviation

Dynamic backset

1515

H

400

300

200

100

0

100

0 50 100 150 200 250 300

2

2008 01

2008 02

2008 03

2008 04

2008 05

200

0

200

400

600

800

1000

0 50 100 150 200 250 300

2008 01

2008 02

2008 03

2008 04

2008 05

300

0

300

600

900

1200

1500

1800

0 50 100 150 200 250 300

2008 01

2008 02

2008 03

2008 04

2008 05

40

30

20

10

0

10

20

30

40

0 50 100 150 200 250 300

2008 01

2008 02

2008 03

2008 04

2008 05

1

200

150

100

50

0

50

0 50 100 150 200 250 300

2

2008 01

2008 02

2008 03

2008 04

2008 05

1

200

150

100

50

0

50

0 50 100 150 200 250 300

2

2008 01

2008 02

2008 03

2008 04

2008 05

200

0

200

400

600

800

1000

1200

0 50 100 150 200 250 300

2008 01

2008 02

2008 03

2008 04

2008 05

200

0

200

400

600

800

1000

0 50 100 150 200 250 300

2008 01

2008 02

2008 03

2008 04

2008 05

40

30

20

10

0

10

20

30

0 50 100 150 200 250 300

2008 01 2008 02 2008 03

2008 04 2008 05

Repeatability Evaluation in case of 20km/h

Reactive seat C : Upper FX and Upper My show large variation.Reactive seat C : Upper FX and Upper My show large variation.

Upper My

Upper FX

1616

Passive seat B Reactive seat C

0 0

10 0

20 0

30 0

40 0

H

H2

1

2

1

2

2 2

2 2

16

20

0 0

10 0

20 0

30 0

40 0

H

H2

1

2

1

2

2 2

2 2

16

20

0 0

10 0

20 0

30 0

40 0

H

H2

1

2

1

2

2 2

2 2

16

20

0 0

10 0

20 0

30 0

40 0

16

20

0 0

10 0

20 0

30 0

40 0

16

20

0 0

10 0

20 0

30 0

40 0

16

20

Normal seat A

Repeatability CV. comparison between

16km/h and 20km/h

In case of 20km/h, variation tend to larger and out of limit.In case of 20km/h, variation tend to larger and out of limit.

1717

Summary & Future Action

Future ActionFuture Action

•• Evaluate Repeatability andEvaluate Repeatability and Reproducibility with new calibration Reproducibility with new calibration

method at 16km/h delta V and higher delta V.method at 16km/h delta V and higher delta V.

17

SummarySummary

• Pulse with Delta V: 16 – 22 km/h is appropriate pulse to evaluate is appropriate pulse to evaluate

long term injuries.long term injuries.

•• In case of 16km/h delta V, the repeatability and reproducibilityIn case of 16km/h delta V, the repeatability and reproducibility

will be able to achieve reasonable condition with dummy will be able to achieve reasonable condition with dummy

variation reduction.variation reduction.

•• In case of 20km/h delta V, the repeatability and reproducibilityIn case of 20km/h delta V, the repeatability and reproducibility

will be larger due to seat deformations variation.will be larger due to seat deformations variation.

1818

Thank you for your attention!