RANDA SAMAHA'S PRESENTATION - 2002 SAE GOVT/INDUSTRY MEETING SLIDE 1: ES-2 CRASH TEST PERFORMANCE SLIDE 2: WHAT IS OUR MOTIVATION? - Injury criteria: improve injury measurement capabilities in FMVSS 214 (thorax, abdomen, & pelvis) - harmonization: if viable, incorporate ES-2 in FMVSS 214 as an interim harmonized side impact dummy SLIDE 3: ES-2 PHASE I FULL SCALE TESTS (SAE G/I 2001) - results from initial NHTSA R&D testing showed promise that concerns with EUROSID-1 mechanical deficiencies have been mainly addressed with ES-2 upgrade - overall, ES-2 responses showed good repeatability in component level and limited sled tests SLIDE 4: NHTSA ES-2 TESTING UPDATE - crash tests* (23 completed) * since esv 6/01 * high severity/upgrade 214 MDB tests * 201P pole side impact * NCAP side impact - mechanical performance component tests * pendulum and rib drop tests * seat back pressure maps - biofidelity tests (total of 19 sled & 10 impactor) * head/neck/shoulder sled tests * shoulder/thorax/pelvis impactor tests * additional abdominal offset sled tests SLIDE 5: FMVSS 2301P ES-2 TESTS [TABLE] 201P side impact pole tests SLIDE 6: FMVSS 214 ES-2 TESTS [TABLES] FMVSS 214 MDB upgrade - high severity/barrier development tests side NCAP - 2002 fleet performance tests SLIDE 7: RIB DEFLECTION "FLAT-TOP" NOT AN ISSUE - Of 23 crash tests, corresponding to the measurement of 102 rib deflections for both front and rear dummies, there were three instances of "flat top" observed * two instances attributed to load sharing with other body regions * one instance attributed to response reaching maximum deflection - no "flat top" observed in oblique pendulum & rib drop tests - of 19 sled tests, with measurement of 57 rib deflections, there was one instance of "flat top" response in which rib did not bottom out (i.e. deflection at maximum range) SLIDE 8: ES-2 AND FLAT-TOP There are a number of causes of rib deflection flat-top [maltese et al 1999] UNACCEPTABLE: - rib binding - shoulder binding - load sharing with back-plate ACCEPTABLE: - load sharing with other body regions - attenuation of input load - maximum range SLIDE 9: LOAD SHARING WITH THE SHOULDER [2 pulse graphs] Prism/IIHS MDB with ES-2 driver loads vs. upper rib deflection Cougar/201 pole with ES-2 driver loads vs. upper rib deflection SLIDE 10: DEFICIENCIES NOTED IN ES-2 Potential back plate interaction with seat * manufacturers can take advantage of this by designing seats to "grab" the back plate & offload the thorax * high and early back plate loads may affect injury criteria SLIDES 11-12: BACK PLATE/SEAT INTERACTION - Seat back pressure map measurements indicate that corners of ES-2 torso back plate are areas of high pressure * SID-H3 only contacts at ~T-1 location (stiff, upright posture) * ES-2 contact area is larger than SID-H3, but located high as well, indicating relatively stiff torso - Data for two out of seventeen vehicle models crash tested suggest back plate "grabbing" by intruding structure. Large back plate loads occuring early in time relative to the lower spine loads were observed. - back plate loads and corresponding momentum contribution were low for the remaining fifteen vehicle models. SLIDE 13: [4pulse graphs] - Cadillac/IIHS MDB with ES-2 driver loads - Maxima/IIHS MDB with ES-2 driver loads - Prizm/IIHS with ES-2 driver loads - Prizm/F150 with ES-2 driver loads SLIDE 14: BACK PLATE "GRABBING" IN SIDE NCAP TEST OF IMPALA [pulse graph] Impala/NCAP with ES-2 driver loads vs. upper rib deflection SLIDE 15: SIDE VIEW OF ES-2 DUMMY IN SEATS [photos] - Prizm - Maxima - Impala - Focus SLIDE 16: [2 bar charts] The high and "early" back plate loads may result in reduced injury criteria values? SLIDE 17: DEFICIENCIES NOTED IN ES-2 - potential back plate interaction with seat - double peak in pubic symphysis load * magnitudes are small * all values are well below the threshold SLIDE 18: [3 bar charts] PUBIC SYMPHYSIS LOADS SLIDE 19: POLE TESTS PERFORMANCE - ES-2 demonstrated ability to detect usefulness of head protection * head/neck/shoulder kinematics comparable to SIDH3 * head loading levels and timing similar to SIDH3 - Existing ES-2 rib deflection criterion indicate higher level of thoracic injury than the measured SIDH3 TTI(D) in the same vehicles SLIDE 20: [stills from 4 videos of crash interior - videos excised] - Saturn/ES-2 - Saturn/SIDH3 - Maxima/ ES-2 - Maxima/SIDH3 SLIDE 21: [stills from 2 videos of crash - interior - videos excised] - Saturn/curtain - ES-2 - Maxima/bag - ES-2 SLIDE 22: [4 pulse graphs] table, comparing SIDH3/ES-2, Head Gy and Peak @ (ms) - Saturn - Saturn (curtain) - Maxima - Volvo (thorax/curtain) - Explorer (curtain) SLIDE 23: ES-2 and SIDH3 are similar in their ability to detect usefulness of head protection [2 bar charts - no values] SLIDE 24: ES-2 DETECTS HIGH THORACIC LOADS IN A SIDE POLE TEST [bar chart] - Saturn / no bag - Saturn / curtain only - Maxima / no bag - Maxima / combo - Cougar / combo - Saab / combo - Volvo / thorax-curtain - Windstar / combo - Explorer / curtain only SLIDE 25: UPGRADE FMVSS 214 MDB/HIGH SEVERITY TESTS PERFORMANCE [ES-2 RESEARCH FINDINGS] - ES-2 demonstrated excellent durability - Rib deflections within maximum range (max range reached only in IIHS MDB to Caddy test at NCAP speed) - ES-2 demonstrated ability to detect high abdominal loads due to intruding armrest in IIHS MDB to cadillac test SLIDE 26: [stills from crash videos - video excised] - IIHS MDB to Deville - F150 to Deville SLIDES 27-28: ES-2 DETECTED INTRUDING ARMREST IN IIHS MDB CADILLAC TEST [bar charts] High Sev/Upgrade barrier ES-2 tests - abdomen force High Severity/Upgrade Barrier ES-2 Tests - HIC SLIDE 29: [stills from crash videos - video excised] - IIHS to Deville - F150 to Deville - IIHS to Prizm - F150 to Prizm SLIDE 30: SIDE IMPACT FLEET TESTS PERFORMANCE vEHICLE SIZE/CLASS 2001 Focus* compact PC 2003 Corolla light PC 2002 Impala* medium PC 2001 LeSabre* heavy PC 2002 Escape SUV 2002 Odyssey van 2002 Tundra pickup * Exceeded one or more ES-2 injury criteria limits All vehicles passed the SID injury criteria ES-2 rib deflection maximum range reached only in one rib measurement for the LeSabre driver where both the door and hinge at A-pillar collapsed SLIDE 31: THORAX [bar charts] EU/214 criteria limits TTI=85/90 Defl=42mm ES-2 driver rib deflection exceeded limit for two of the vehicles for which TTI(D) was within the limits! SLIDE 32: ABDOMEN [bar charts] EU/214 criteria limits TTI=85/90 Abdomen Force=2500 N ES-2 rear occupant exceeded abdominal load limit in two of the vehicles for which TTI(D) was within the limits! SLIDE 33: FINDINGS: - rib binding is gone - dummy is durable - back plate/seat interaction is an issue. possible solutions: * internal dummy fix * placing a limit on back plate loads * use of protective shield - ES-2 demonstrated ability to detect usefulness of head protection - ES-2 exceeded thoracic and abdominal injury threshold in some vehicles. (SID did not) SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE : SLIDE :