Study concerning the loads over driver’s heads in cases of cars crashes with involved cars of the same

Study Concerning the Loads Over
Driver’s Heads in Cases of Cars Crashes
with Involved Cars of the Same
or Different Generation
Nicolae Ispas and Mircea Nastasoiu
Abstract Car occupant protection in traffic accidents is a main target of today cars
designers. Known as active or passive safety, many technological solutions were
developing over the time for an actual better car’s occupant safety (Henn in Teach
Math Appl 17:162–170, 1998). In the real world, in traffic accidents are often
involved cars from different generations with various safety historical solutions.
The aims of these papers are to quantify the influences over the car driver head
loads in cases of different generation of cars involved in side crashes. Both same
and different cars generations were used for the study. The paper’s experimental
results were obtained by support of DSD, Dr. Steffan Datentechnik GmbH—Linz,
Austria. The described tests were performed in full test facility of DSD Linz, in
“Easter 2015 PC-Crash Seminar”. In all crashes we obtaining results from both
dummy placed in impacted and hits car. The novelty of the paper are the com-
parisons of data set from each of driver (dummy) of two cars involved in six of
seven experimental crashes performed. In the first six crash cases are also analyzed
the delays between drivers heads acceleration from strike and impacted cars (DSD
Crash Test 2015). Another novelty of this paper consists in possibilities to analyze
the influences of structural historical cars solutions over deformation and loads in
cases of traffic accidents involved. Paper’s conclusions can be future used for car
passive safety improvement.
Keywords Crash test Traffic accident Head injury Occupant safety
N. Ispas (&) M. Nastasoiu
Automotive and Transportation Department, Transilvania University of Brașov,
Brașov, Romania
e-mail: inicu@unitbv.ro
M. Nastasoiu
e-mail: m.nastasoiu@unitbv.ro
© Springer International Publishing Switzerland 2016
C. Andreescu and A. Clenci (eds.), Proceedings of the European Automotive
Congress EAEC-ESFA 2015, DOI 10.1007/978-3-319-27276-4_30
325

326 N. Ispas and M. NastasoiuStudy Concerning the Loads Over Driver’s Heads in Cases of Cars … 326
Introduction
During the DSD facility experiments, seven 90° collisions against a standing
vehicle will be performed. The DSD full-scale facility accelerates the driving
vehicles to the appropriate test velocity. Approximately 10 m in front of the col-
lision point, the vehicle will be disconnected from the guiding sled and the vehicle
crashes against the stationary car. The impact speeds were 20, 40, 60 and 80 km/h.
The ignition of the vehicles was turned on (DSD Crash Test 2015) (Fig. 1).
Experimental Research
Seven 90° crash tests were performed according with EN1317 and EN12767. In
each of them, except of last one was used dummy as car driver in both in crash cars.
Complex accelerometers were mounted for dummy’s head, chest, neck and pelvis.
Accelerations, velocities and rotations of the cars were also measured.
In the Figs. 2, 3, 4, 5, 6, 7 and 8 on see a brief description of each crash together
with heads acceleration data.
Fig. 1 The cars were used in experimental crashes

Fig. 2 First collision—Fiat Punto P02 crashes into right side of Chrysler PT Cruiser P01 in the
right B pillar area. Dummies are present in both vehicles. Head accelerations for moving vehicle
driver are on top of ﬁgure
The dummy instrumentation is showed in Fig. 9, for all impact situations,
including accelerometer for the dummy head (Zellmer 2010).

Fig. 3 Second collision—Fiat Punto P03 crashes into Chrysler PT Cruiser P01 in the left rear
area. Dummies are in both vehicles. Head accelerations for moving vehicle driver are on top
Results and Discussions
In the real world, crash tests are strong tools for improve both occupants and road
vehicle safety. Compatibility between cars has for a long time been reduced to the
simple image of heavy against light cars. Over the past years vehicle stiffness has
been increased thanks to improved restraint systems. We also have a better
understanding of the front end design energy absorption. Front end design is at the
cross road of numerous contradictory constraints: self-protection of occupants,

Fig. 4 Third collision—Fiat Punto P04 crashes into Fiat Punto P02 in the right B pillar area.
Dummies are in both vehicles. Head accelerations for moving vehicle driver are on top of figure
protection of vulnerable users such as pedestrians, reparability, styling, aerody-
namics, engine cooling and so on. Therefore, each manufacturer has developed its
own solution to solve this difficult equation which resulted in a wide variety of front
end designs, structure and stiffness regardless of the overall mass of the vehicle.
Solutions however have been optimized against a rigid wall or soft obstacle but not
in car to car configuration (Delannoy and Faure 2003).
Using for each crash case cars with or without technical/age compatibility, we
can write the followers main conclusions:

Fig. 5 Fourth collision—Fiat Punto P05 crashes into Fiat Punto P02 in the left rear area. Dummies
are in both vehicles. Head accelerations for strikes vehicle driver are on top
A. First crash test:
1. Cars crash was at low impact speed (19.4 km/h) between vehicles from
different generation (Fiat Punto 55—from year 1996 vs. Chrysler PT Cruiser
from year 2006);
2. The cars are dissimilar weights (Fiat Punto 55–895 kg, Chrysler PT
Cruiser-1470 kg);
3. For 2006 year car generation the car side from neighborhood of “B” pillar is
more stiffness compared with stiffness of the same zone from a cars made in
1996;

Fig. 6 Fifth collision—Opel Astra P06 crashes into Fiat Punto P03 in the right B pillar area.
Dummies are in both vehicles. Head accelerations for strikes vehicle driver are on top of ﬁgure
4. The Fiat Punto car is made with a low absorber of crash energy in the car
front structure;
5. The maximum absolute amounts of accelerations of Fiat Punto car driver
head were 7.6 g on “Z” direction and 8.7 g on “X” direction;
6. The maximumabsolute amounts of accelerations of P01 car driver head were
4 g on “Z” direction and 9.8 g on “Y” direction.

Fig. 7 Sixth collision—Fiat Punto P07 crashes into Fiat Punto P04 in the left rear area. Dummies
are in both vehicles. On top on see head accelerations for strikes vehicle driver
B. Second crash test:
1. Cars crash was at low impact speed (19.3 km/h) between vehicles from
different generation (Fiat Punto 55—from year 1994 vs. Chrysler PT Cruiser
from year 2006);
2. The cars are dissimilar weights(Fiat Punto 55–850 kg, Chrysler PT
Cruiser-1470 kg);

Fig. 8 Seventh collision—VW Golf (P09) crashes into Honda Accord (P08) in the right B pillar
area. Dummy was in VW car. Collision speed was 80 km/h
Fig. 9 Dummy instrumentation for all crash cases (Zellmer 2010)

3. For 2006 year car generation the car side from neighborhood of “C” pillar
and rear axle is more stiffness compared with stiffness of the same zone from
a cars made in 1994;
4. The Fiat Punto car is made with a low absorber of crash energy in the car
front structure;
head were 5.5 g on “Z” direction and 6.82 g on “X” direction;
5 g on “Z” direction and 7.85 g on “Y” direction.
C. Third crash test:
1. Cars crash was at relatively low impact speed (40.7 km/h) between vehicles
from the same generation (Fiat Punto 55—from year 1996 vs. Fiat Punto 55
—from year 1997;
2. The cars are similar weights (Fiat Punto 55, 1997—830 kg, Fiat Punto 55,
1996—895 kg);
3. For 1996 year car generation the stiffness of front door is the same compared
with stiffness of the front door of a cars made in 1997;
4. Both Fiat Punto cars are made with a low absorber of crash energy in the car
front structure;
5. The maximum absolute amounts of accelerations of Fiat Punto 1996 year car
driver head were 13 g on “Z” direction and 13.9 g on “X” direction;
12 g on “Z” direction and 42 g on “Y” direction.
D. Fourth crash test:
1. Cars crash was at relatively low impact speed (40.7 km/h) between vehicles
from the same generation (Fiat Punto 55—from year 1994 vs. Fiat Punto 55
—from year 1996;
1996—895 kg);
3. For 1994 year car generation the neighborhood of “C” pillar and rear axle
have the same stiffness compared with stiffness of the same zone from a cars
made in 1996;
front structure;
driver head were 10.6 g on “Z” direction and 8.8 g on “X” direction;

E. Fifth crash test:
1. Cars crash was at medium impact speed (59.4 km/h) between vehicles from
very different generation (Opel Astra from year 2014 vs. Fiat Punto 55—
from year 1994);
2. The cars are dissimilar weights (Opel Astra from year 2014—1440 kg, Fiat
Punto 55 from year 1994—850 kg);
3. For 1994 year car generation the front side door is les stiffness compared
with stiffness of the same zone from a cars made in 2014;
4. The Opel Astra car is made with a high absorber of crash energy in the car
front structure;
head were 18.5 g on “Z” direction and 33 g on “X” direction;
325 g on “Y” direction and 73 g on “X” direction.
F. Sixth crash test:
1. Cars crash was at relatively medium impact speed (60.7 km/h) between
vehicles from the same generation (Fiat Punto 55—from year 1997 vs. Fiat
Punto 55—from year 1994;
1994—830 kg);
3. For 1997 year car generation the stiffness of the side in place of rear axle is
the same compared with stiffness of the side rear axle from a car made in
1994;
front structure;
driver head were 14.8 g on “Z” direction and 14 g on “X” direction;
G. Seventh crash test:
1. Cars crash was at relatively high impact speed (80 km/h) between vehicles
from the same generation (VW Golf 1.4—from year 1998 vs. Honda Accord
4D—from year 2002);
2. The cars are similar weights (VW Golf 1.4, 1998—1137 kg, Honda Accord
4D, 2002—1272 kg);
3. For 2002 year car generation the stiffness of the side in B pillar area is
comparable with stiffness of the side from a car made in 1998;
4. The maximum absolute amounts of accelerations of VW Golf (P09) year car
driver head were 35 g on “X” direction and 7 g on “Y” direction.

References
Delannoy P, Faure J (2003) Compatibility assessment proposal close from real life accident. SAE
Technical Papers, paper #: 14 June 2003, published: 19 May 2003
DVD-ROM (2015) DSD Crash Tests April 2015, “Easter 2015 PC-Crash Seminar”, © DSD, Linz
2015
Henn H-W (1998) Crash test and the head injury criterion. Teach Math Appl 17(4):162–170
Zellmer H (2010) Dummy design and issues. In: International course on transportation planning
and safety, New Delhi

Study concerning the loads over driver’s heads in cases of cars crashes with involved cars of the same

Recommended

Recommended

More Related Content

Similar to Study concerning the loads over driver’s heads in cases of cars crashes with involved cars of the same

Similar to Study concerning the loads over driver’s heads in cases of cars crashes with involved cars of the same (20)

Recently uploaded

Recently uploaded (20)

Study concerning the loads over driver’s heads in cases of cars crashes with involved cars of the same