1. IHRA Side Impact Working Group Status Report GRSP, December 2002

2. What is IHRA?
International Harmonised Research Activities formed at 15th ESV in Melbourne 1996
Steering committee made up of international government vehicle safety regulators
5 Working Groups to coordinate research in major problem areas of road safety
Progress reviewed at every ESV
INTERNATIONAL HARMONISED RESEARCH ACTIVITIES WAS FORMED DURING THE 1996 MELBOURNE ESV TO WORK TOWARDS AN AGREED RESEARCH AGENDA TO AVOID DUPLICATION OF VEHICLE SAFETY RESEARCH.
IT WAS AGREED THAT IHRA COORDINATE RESEARCH ACTIVITES IN 6 KEY AREAS:
FUNCTIONAL EQUIVALENCE
ADVANCED FRONTAL CRASH PROTECTION
VEHICLE COMPATIBILITY
BIOMECHANICS
PEDESTRIAN SAFETY
INTELLIGENT TRANSPORT SYSTEMS
ATER THE 1998 ESV, THE SIDE IMPACT WORKING GROUP WAS FORMED TO REPLACE FUNCTIONAL EQUIVALENCE

3. IHRA Working Groups Side Impact (Australia)
Vehicle Compatibility (UK/EEVC)
Biomechanics (NHTSA/USA)
Pedestrian Safety (JMLIT,Japan)
Intelligent Transport Systems (Transport Canada)
INTERNATIONAL HARMONISED RESEARCH ACTIVITIES WAS FORMED DURING THE 1996 MELBOURNE ESV TO WORK TOWARDS AN AGREED RESEARCH AGENDA TO AVOID DUPLICATION OF VEHICLE SAFETY RESEARCH.
IT WAS AGREED THAT IHRA COORDINATE RESEARCH ACTIVITES IN 6 KEY AREAS:
FUNCTIONAL EQUIVALENCE
ADVANCED FRONTAL CRASH PROTECTION
VEHICLE COMPATIBILITY
BIOMECHANICS
PEDESTRIAN SAFETY
INTELLIGENT TRANSPORT SYSTEMS
ATER THE 1998 ESV, THE SIDE IMPACT WORKING GROUP WAS FORMED TO REPLACE FUNCTIONAL EQUIVALENCE

4. IHRA Side Impact Working Group
Side Impact Working Group formed after 1998 ESV
has around 10 members to enhance likelihood of progress
Governments of Europe, USA, Canada, Australia and Japan represented.
3 Industry experts from OICA
one each from North America, Europe and Asia-Pacific
INTERNATIONAL HARMONISED RESEARCH ACTIVITIES WAS FORMED DURING THE 1996 MELBOURNE ESV TO WORK TOWARDS AN AGREED RESEARCH AGENDA TO AVOID DUPLICATION OF VEHICLE SAFETY RESEARCH.
IT WAS AGREED THAT IHRA COORDINATE RESEARCH ACTIVITES IN 6 KEY AREAS:
FUNCTIONAL EQUIVALENCE
ADVANCED FRONTAL CRASH PROTECTION
VEHICLE COMPATIBILITY
BIOMECHANICS
PEDESTRIAN SAFETY
INTELLIGENT TRANSPORT SYSTEMS
ATER THE 1998 ESV, THE SIDE IMPACT WORKING GROUP WAS FORMED TO REPLACE FUNCTIONAL EQUIVALENCE

5. SIWG - Terms of Reference
The terms of reference of the SIWG is to co-ordinate research worldwide to support the development of future side impact test procedures to maximise harmonisation with the objective of enhancing safety in real world side crashes.
THE TERMS OF REFERENCE OF THE SIWG IS TO CO-ORDINATE RESEARCH WORLDWIDE TO SUPPORT THE DEVELOPMENT OF FUTURE SIDE IMPACT TEST PROCEDURE(S) TO MAXIMISE HARMONISATION WITH THE OBJECTIVE OF ENHANCING SAFETY IN REAL WORLD SIDE CRASHES. THIS WOULD INCLUDE:
REVIEW OF REAL WORLD CRASH DATA TO PRIORITISE INJURY MECHANISMS AND IDENTIFY ASSOCIATED CRASH CONDITIONS TAKING INTO ACCOUNT LIKELY FUTURE TRENDS.
TAKING INTO ACCOUNT THE NEED TO PROTECT BOTH FRONT SEAT AND REAR SEAT(S) ADULT AND CHILD OCCUPANTS.
INTERACTION WITH THE IHRA BIOMECHANICS WORKING GROUP TO MONITOR THE DEVELOPMENT OF HARMONISED INJURY CRITERIA.
INTERACTION WITH THE IHRA OFFSET FRONTAL AND VEHICLE COMPATIBILITY WORKING GROUPS TO ENSURE SOLUTIONS IN ONE AREA DO NOT DEGRADE SAFETY IN ANOTHER.

6. Interaction with Other Researchers
WorldSID Task Group, IHRA Compatibility and Biomechanics WGs kept informed on progress of SIWG
Need to ensure that:
harmonised test device and injury criteria available
countermeasures in one area do not degrade safety in another
THERE IS STRONG SUPPORT FOR IHRA TO CONTINUE
2 OF THE MAIN POINTS RAISED BY PARTICIPANTS ARE THAT GOVERNEMENTS MUST BE PREPARED TO :
PROVIDE IHRA SPECIFIC RESOURCES
DEVELOP IHRA OUTCOMES INTO HARMONISED REGULATIONS

7. Proposed Test Procedures
Accident data indicated test procedures required in 4 areas:
Mobile Deformable Barrier to vehicle test
Vehicle to pole test
Out-of-position side airbag evaluation
Sub-systems head impact test

8. Mobile Deformable Barrier Test
Most challenging task for the group
Main difficulty due to differences in fleet composition around the world
Passenger cars predominate globally
LTVs make up a large proportion of North American fleet
2 MDB tests proposed
regulators to choose
DEFINING THE PARAMETERS OF THE MOBILE DEFORMABLE BARRIER (MDB) TEST HAS PROVEN TO BE THE MOST CHALLENGING TASK FOR THE GROUP. THE FOLLOWING HAS BEEN PROPOSED:
LONGITUDINAL VELOCITY COMPONENT OF THE TROLLEY WILL BE 50 KM/H.
SMALL ADULT FEMALE DRIVER DUMMY. ADVICE WILL BE SOUGHT FROM THE IHRA BIOMECHANICS GROUP ON A RECOMMENDATION ON THE BEST DUMMY TO USE.
DUMMY(IES) TO BE BELTED.

9. MDB Test 1 - AE-MDB
New deformable barrier element (passenger car bullet)
Based on Advanced European (AE) - MDB being developed by EEVC and assisted by Japan
Small female dummy in driver’s seat (min.)
Targeting - centreline of MDB 250 mm rear of R-point
HOWEVER, THERE ARE STILL SOME SIGNIFICANT ISSUES THAT HAVE NOT BEEN DETERMINED AND WILL REQUIRE FURTHER RESEARCH:
NEED FOR A REAR DUMMY?
SHOULD THE TROLLEY IMPACT THE VEHICLE “CRABBED” OR PERPENDICULARLY?
SHOULD THE DEFORMABLE BARRIER BE HOMOGENEOUS OR TRY TO REPRESENT A REAL VEHICLE (NON-HOMOGENEOUS)?
STIFFNESS OF DEFORMABLE BARRIER?
MASS OF TROLLEY?
GROUND CLEARANCE AND GEOMETRY OF DEFORMABLE BARRIER?
SHOULD THERE BE A NON-STRUCK SIDE TEST?
DRIVER SEAT TRACK POSITION?
ALIGNMENT OF TROLLEY.

10. MDB Test 1 - AE-MDB Impact speed 50 km/h Perpendicular impact
Regulation R95 trolley
Mass of trolley kg
WHILE TIME DOIES NOT PERMIT DETAILED DISCUSSION OF ALL THESE PARAMETERS (I WOULD REFER YOU TO THE ESV PAPER ITSELF AND SOME PRESENTATIONS YOU WILL HEAR THIS MORNING), IT IS USEFUL TO LOOK AT A NUMBER OF THESE.
FIRSTLY , STIFFNESS.
STIFFNESS OF THE BULLET VEHICLE ITSELF DOES NOT SEEM TO MAKE A SIGNIFICANT DIFFERENCE - SINCE THERE IS A HUGE DIFFERENCE IN THE STIFFNESS OF FRONT AND SIDE STRUCTURES IN VEHICLES.
HOWEVER, STIFFNESS DISTRIBUTION DOES. THIS WOULD SUPPORT THE USE OF A NON-HOMOGENEOUS DEFORMABLE BARRIER.
ANOTHER QUESTION IS WHETHER ONLY INITIAL STIFFNESS IS IMPORTANT SINCE THERE IS LITTLE CRUSH OF THE BULLET VEHICLE

11. Test 1 - AE-MDB
60mm.
50mm
150mm
200mm
250mm
500mm

12. MDB Test 2 - High Geometry MDB
Based on IIHS MDB test
Mass of trolley kg
modified FMVSS 214 trolley
Perpendicular impact at 50 km/h
Small female dummy in front and rear seats on struck side
SECONDLY - TROLLEY MASS
THE TROLLEY MASS IS UNDECIDED BUT THIS SLIDE PROVIDES AN INDOCATION OF THE VARIOUS FLEET MASSES AROUND THE WORLD

13. MDB Test 2 - IIHS MDB

14. Pole Test Moving vehicle to pole test Oblique impact at 15 degrees
load head and thorax simultaneously
Impact speed 32 km/h
Evaluate at least head, thorax & abdomen
Mid size male [WorldSID]
Rigid pole 254 mm diameter

15. Out-of-position side airbag evaluation
NHTSA and Transport Canada tasked to review current research
including ISO TR 14933, NHTSA, Transport Canada, IIHS and industry research
Focussed principally on the risk of injury to small women, adolescents, and children
THERE HAS BEEN RESEARCH DONE BY ISO, NHTSA, TRANSPORT CANADA AND IIHS
NHTA AND TRANSPORT CANADA ARE TO REVIEW CURRENT RESEARCH AND PROVIDE RECOMMENDATION

16. Out-of-position side airbag evaluation
A standard set of static deployment test procedures (occupant positions) for assessing side airbag inflation injury risk associated with various side airbag designs.
THERE HAS BEEN RESEARCH DONE BY ISO, NHTSA, TRANSPORT CANADA AND IIHS
NHTA AND TRANSPORT CANADA ARE TO REVIEW CURRENT RESEARCH AND PROVIDE RECOMMENDATION

17. Out-of-position side airbag evaluation
Test devices best suited for assessing injury risk from the close-range deployment of side airbags
Hybrid III 5th female, 6-yo, 3-yo
SID IIs
Performance criteria to assess the injury risk measured by the test devices.
THERE HAS BEEN RESEARCH DONE BY ISO, NHTSA, TRANSPORT CANADA AND IIHS
NHTA AND TRANSPORT CANADA ARE TO REVIEW CURRENT RESEARCH AND PROVIDE RECOMMENDATION

18. Sub-Systems Head Impact Test
Based on FMVSS and EEVC interior headform test procedure
Uses Free Motion Headform (FMH)
Points limited to those struck in side impact
may include non-struck side
Same exemptions for airbag-equipped cars as FMVSS 201
BASED ON FMVSS 201
ALSO NEW RESEARCH FROM EEVC

19. Next Steps
SIWG meeting in March 2003 to finalise details of draft test procedures
Final report to IHRA Steering Committee just prior to ESV
Presentation of draft test procedures at beginning of Side Impact Technical Session at 2003 ESV
THERE IS STRONG SUPPORT FOR IHRA TO CONTINUE
2 OF THE MAIN POINTS RAISED BY PARTICIPANTS ARE THAT GOVERNEMENTS MUST BE PREPARED TO :
PROVIDE IHRA SPECIFIC RESOURCES
DEVELOP IHRA OUTCOMES INTO HARMONISED REGULATIONS

20. Next Steps
SIWG to guide validation phase for test procedures between 2003 and 2005 ESV
and look into developing a test procedure for reducing non-struck side injuries
Submit for consideration a draft Global Technical Regulation for side impact protection after 2005 ESV
THERE IS STRONG SUPPORT FOR IHRA TO CONTINUE
2 OF THE MAIN POINTS RAISED BY PARTICIPANTS ARE THAT GOVERNEMENTS MUST BE PREPARED TO :
PROVIDE IHRA SPECIFIC RESOURCES
DEVELOP IHRA OUTCOMES INTO HARMONISED REGULATIONS

21. THANK YOU