Cestar News RCAR 2012 - Generali Innovation Center for

Transcription

Page 1
Special Issue – RCAR 2012
Buongiorno,
sono lieto di trasmettervi un numero speciale di Cestar News
dedicato al meeting internazionale RCAR 2012, che si è
tenuto nel mese di Settembre in Germania.
In questo numero vi presenteremo alcune delle ricerche più
interessanti, condotte dai Centri di Ricerca presenti nel resto
del mondo. Quest’anno abbiamo selezionato cinque ricerche
riguardanti argomenti sui quali anche il Cestar sta operando in
questi mesi, in particolare:
• Riparazioni non professionali – realizzata dal Centro
Tedesco KTI
• Progetto “Pay as you Speed” in Svezia – realizzato dal
Folksam
• L’impatto sui sinistri dei nuovi sistemi di sicurezza
attiva ed il nuovo crash test ideato dal Centro
Americano IIHS
• Analisi Biomeccanica – condotta dal Centro Spagnolo
Centro Zaragoza.
Confidando nel vostro interesse e gradimento, vi invio i miei migliori saluti,
Marco Castelli
This document is a property of CESTAR Copy and circulation are forbidden
Page 2
In this issue:
• KTI (Germania)
Fair Repair vs Professional repair of VW Passat ……...……...…………...p.3
• Folksam (Svezia)
“Green Light” – Pay as You Speed Concept……………......…………....…p.5
• IIHS (USA)
Crash Avoidance System Evaluations………………..........……………..…p.8
• CENTRO ZARAGOZA (Spagna)
Road Safety Advances Based on Impact Biomechanics Research …..…p.11
• IIHS (USA)
Results of Small Overlap Frontal Crash Tests …………………….…..…p.14
Page 3
Fair Repair vs Professional repair of VW Passat
Non-professional repairs can have a negative influence on the deformation behaviour of a vehicle
involved in a crash. The introduction by OEM’s of new materials and production techniques in cars
makes it increasingly important that the repair of such cars is carried out with appropriate
techniques and quality. These are the aims described in a project named “Fair Repair”, to which this
paper is linked. KTI, with the support of the OEM tested the side structure of a VW Passat, MY
2005.
With a side impact at 50 km/h (Euro NCAP standard) it was
shown that a non-professional repair of a vehicle previously
damaged in the same side impact scenario results in negative
influences on the crashworthiness and protection afforded by
the structure. With the same scenario we crashed a car with 50
km/h and have done a professional repair.
The following scenario, including two high-speed crash tests was carried out, and then analysed:
1) The car was damaged by a side impact similar to an
intrusion by the front of another car into the passenger side of
the test vehicle, according to the side-impact tests of Euro
NCAP.
2) A repair was carried out as if done in a car body shop or
garage with no information about the correct way to repair this
particular car and without the correct tools or welding
machines. The repair conforms to a typical standard carried out
about 10 years (two car generations) ago. This would be
considered as a non-professional repair by today’s standards.
3) After the repair, this vehicle was involved in a follow-up
crash simulation in the same configuration i.e. a side impact on
the repaired passenger side, at the same speed.
The exemplary vehicle, a VW Passat model B6 variant was chosen for the tests as its structure
represented state of the art car bodies with several highstrength and ultra high-strength steels.
Page 4
NON-PROFESSIONAL REPAIR - CRASH TEST 1
After the side impact the car was severely damaged on the
passenger side, as intended. The sill and the floor/undercarriage
behind it were particularly distorted. Additionally, the doors and
the B-pillar were considerably damaged. The pyrotechnic
protection/restraint systems (Front and rear passenger side
airbags, front passenger belt pre-tensioner and passenger side
curtain airbag) were correctly deployed. Overall the car body
structure deformed and behaved as expected.
The deformed inner sill, made from ultra high strength steel, was
re-shaped and partially replaced on a bench then re-fitted using a
MAG welding process. Figures 6 to 9 show the non professional
repair being carried out.
The “Professional” repair would include complete renewal of the
B-Pillar and other deformed structures with components made
from high strength steel. A partial repair of such steels is not
acceptable, as the structure and therefore the strength of the material will be severely degraded
while welding and reforming.
After completing the repair the
car was crashed again under
the same conditions as the first
test in order to make a fair
assessment on equal terms. It
was immediately evident that
there was a substantial difference, with far more comprehensive deformation of the car body after
the second impact. The Bpillar had noticeably higher intrusion into the passenger compartment in
comparison with the first crash, especially at the lower part at the connection with the sill. The
pyrotechnic protection/restraint systems (Front and rear passenger side airbags and the front
passenger belt pre-tensioner) were correctly deployed but the passenger side curtain airbag failed to
operate.
Page 5
PROFESSIONAL REPAIR - CRASH TEST 1
The VW Passat were impacted again in accordance with the appropriate Euro NCAP test
programme. After the side impact at 50 km/h, KTI compared the results of the Euro NCAP test
performed on a undamaged car with the professional repaired vehicle.
The side curtain airbag on the unrepaired vehicle deployed.
OEM information was used during the repair. The damaged car
was repaired with an Inverter type welding machine with
adequate maximum current (10 kA) and a variable pressure to
join the high-strength steel safely. After removal of exterior
attachment parts the car was fixed on a bench.
In order to replacement part correctly, we used
alignment brackets. To preparation of new parts, were
severance cut marked and cut. By repairing this vehicle
on a bench, we were able to restore it to factory
specifications.
The complete B-Pillar and
other
deformed structures with components made from high
strength steel were replaced. New components were
attached with welding and adhesive.
After completing the repair the car was crashed again under the same conditions as the first test in
order to make a fair assessment on equal terms. The pyrotechnic protection/restraint systems (Front
and rear passenger side airbags, front passenger belt pre-tensioner and passenger side curtain
airbag) were correctly deployed.
The tests have
shown the
professional
repaired
vehicles to
perform in a
similar way to that of an original undamaged vehicle. From the results obtained by this project it is
clear that only a repair carried out according to the OEM’s information could be described as Expert
and Professional.
Page 6
“Green Light” – Pay as You Speed Concept
Is it possible to change driver behavior by economic incentives and thereby reducing crash risk and
CO2 emissions?
During 2010 Folksam started a project together with the Swedish Transport Administration and a
major Swedish motor club to evaluate a PAYS concept consisting of informative ISA linked with
economic incentives for not speeding. A one year Pay-as-you-speed trial with economic incentives
for keeping speed limits using Intelligent Speed Assistance (ISA) was conducted in Sweden during
2011-2012. The full incentive was a 30% discount of the insurance premium.
The partecipants were private insurance customers and
they were randomized into a test group (n=135) and a
control group (n=90). When deiving the drivers in the
test group were informed and warned visually when the
speed limit was exceeded.
They could also follow the driving results on a
personal website. The control group was not given any
feedback at all. for analyzing the effect of ISA the
proportion of distance driven above the speed limit was compared between the two groups. Surveys
were sent out to the participants before and after the trial asking questions about for instance
acceptance and usbility.
The ISA (Intelligent Speed Adaption) system:
o Informs the driver of the speed limit and warns the driver only visually when the speed limit
is being exceeded;
o Based on a GPS receiver, continuously identifies the position of the vehicle, connected to a
national road The ISA (Intelligent Speed Adaption) system database including the speed
limits of the National road network
o The system is automatically activated when the engine is started
o Records speeding measured through automatic count of whenever speed limit is exceeded
Page 7
This picture shows the proportions of driving
according to the speed limit (green), between 0 and
5Km/h above the limit (yellow), and at least 5Km/h
above the speed limit (red).
The evaluation of the pay-as-you-speed concept
showed that the test group sognificantly reduced
the proportion of distance above the speed limit.
The proportion “red” driving was 14% for the control group and 6% for
the test group. The distribution of speeding was also analysed, and it was
found that the effect was higher the higher violetion of speed. The
reduced speeding in the test group did not have any large effect on the
average speed compared to the controll group. The test group had less
than 1min longer travel time per hour travelled. The results remained
constant over the test period.
A side effect of reducing speeding was that the fuel consumption
was reduced and thereby the CO2 emissions. The average
reduction was calculated to approximately 300kg CO2 per year.
The lowered fuel consuption corresponds to an average lowered
fuel cost of 200 E per driver each tear.
The average premium discount for the test group was 21%, coresponding to 100€ per driver per
year. the reduced proportion of speeding for the test group can be correlared to reduced risk of
fatality and disabling injury. The fatality risk would be reduced by 20% and the risk of seious injury
by 5-10%.
The results show that a Pay-as-You-Speed concept i san effective way to reduce speed violations.
Hence, it has the possibility to reduce crash severity and thereby to save lives. This could be an
important step towards a safer road transport system. The majority of the particapations were in
favor of the concept (9/10) which indicates the potential of a new insurance product in the future.
Page 8
Crash Avoidance System Evaluations
The Insurance Institute for Highway Safety reported last year that Volvo City Safety was reducing
insurance claims for motor vehicle crashes in the United States, based on results for the Volvo
XC60. This year, the Institute has followed that initial report with a report on three additional crash
avoidance technologies: forward collision warning with and without autonomous braking, adaptive
(steerable) headlamps, and lane departure warning. As expected, forward collision warning is
reducing insurance claims and reduces them more when autonomous braking is available.
This finding supports the Volvo City Safety finding that front to rear collisions can be reduced with
forward collision prevention systems. Adaptive headlamps also are reducing the frequency of
claims, especially of claims for damage to other vehicles (property damage liability).
Page 9
Counterbalancing that reduction from an insurance perspective is that the remaining crashes of
vehicles with adaptive headlamps cost more to repair, on average, so that overall insurance losses
are actually higher for some vehicles with adaptive headlamps.
Results for lane departure warning are surprising – vehicles with the feature had higher insurance
claim frequencies than those without, with the exception of Volvo vehicles, where lane departure
warning was sold only in combination with forward collision warning with autobrake. It is likely
that the Volvo results reflect the benefits of forward collision prevention rather than lane departure
warning. It is possible that the high severity crashes that lane departure warning is intended to
prevent are too infrequent among insurance claims to provide a good test of this feature. However,
additional analyses looking at the frequency of only high severity claims had similar results.
Page 10
These data confirm the promise of collision avoidance systems but also reveal that not all systems
may work as expected. In predicting how vehicles respond, testing is important to understand the
different philosophies automakers have employed in designing their systems. Testing already
conducted by the Institute shows quite large differences in philosophy, and the next step is to
further understand these differences and examine whether they make a difference in real world
crashes.
Page 11
Road Safety Advances Based on Impact Biomechanics Research
Knowledge of the behaviour of the human body during a crash is essential to develop effective
safety systems for occupant’s protection. ATD (Anthropometric Test Devices or, commonly,
dummies) and computer models are the main tools to design new restraints, but: Their biofidelity is
assessed and directly compared with results from PMHS (POST MORTEM HUMAN SUBJECT).
Experiments involving PMHS since the 1960s, but current
technologies have the potential of a deeper characterization of the
body structures during the crash. Limited biofidelity of current
human surrogates (dummies). PMHS are not perfect, but are a better
model. There are few centers capable of performing PMHS tests
worldwide, so we can see the importance of a new European one.
The project herein presented, called BIO-ADVANCE ( BIOADVANCE is a Marie Curie Action, from the 7th Framework
Programme, co-funded by the European Commission), will
contribute to elucidate the complex motion undergone by the
human spine during frontal and oblique crashes, being
furthermore the starting point for a continuous research line,
involving PMHS testing at CZ’s new facilities in Motorland, Alcañiz, coordinated by the University
of Zaragoza, in cooperation with the Center for Applied Biomechanics of the University of
Virginia. This research is expected that will impact effectively both the scholarly knowledge on
injury prevention and tissue tolerance as well as the applied research to develop innovative concepts
for car occupant’s protection.
The objectives of project are:
Page 12
Research objectives 1: CHARACTERIZATION OF SPINAL INJURIES
IN MVC AND THEIR INFLUENCE IN HEAD INJURIES.
Road Safety Advances Based on Impact Biomechanics Research Analysis
of injury databases to obtain the frequency and characteristics of spinal
injuries in frontal and oblique MVC (Motor Vehicle Crashes).
Relationships between spinal injuries and head injuries.
Research
objectives
2:
REALIZATION OF FULL INSTRUMENTED SLED
TEST USING THE ATD HYBRID III AND SIX PMHS.
Road Safety Advances Based on Impact Biomechanics
Research PMHS previously screened to avoid any prior
condition that could influence in the results. PMHS
instrumented with accelerometers and reflective markers to track their motion.
3 pure frontal impacts and 3 oblique, at different speeds. Hybrid III previous tests will be carried
out to check all the instrumentation.
Research objectives 3: ANALYSIS OF THE DATA AND CHARACTERIZATION OF THE 6DOF OF THE HUMAN SPINE.
Obtaining the 6-dof motion of the head and individualvertebrae. Analysis of extension, shear,
translation and rotation, experienced at different levels of spine during the impact.
Comparison of PMHS data with the performance of ATD spine.
Recommendations to increase the biofidelity of the spine of the
dummies (physical and virtual).
Research objectives 4: ASSESSMENT OF HOW MANY INJURIES
COULD BE PREVENTED SHOULD ATD SPINE BE BIOFIDELIC.
Combining the results from epidemiological studies with the results
obtained after PMHS tests. Estimation of how many head and spinal
injuries can be prevented should the ATD spine be more
biofidelic.
Page 13
Structural Objective 1: DEVELOPMENT OF A COLLABORATIVE AGREEMENT TO
OBTAIN HUMAN TISSUE FROM DONORS.
A collaborative agreement will be signed so that PMHS can be moved to the facilities for testing.
Structural Objective 2: DEVELOPMENT OF AN OPERATIONAL PROTOCOL FOR THE
PROCUREMENT, HANDLING AND DISPOSAL OF HUMAN TISSUE TO BE USED IN
INJURY PREVENTION RESEARCH.
To protect the personnel operating with human tissue from infection. To make sure that the human
tissue is always handled with the maximum care and respect.
Structural Objective 3: ADAPTATION OF THE
FACILITIES TO THE PARTICULARITIES OF
PMHS TESTING.
Road Safety Advances Based on Impact
Biomechanics Research Different tests will be done
at CZ’s facilities in Alcañiz. Current facilities must
be slightly remodelled to adapt them for work using
human tissue. As part of this remodelling, an autopsy room and freezers to store the bodies will be
needed.
SUMMARY: ADVANCE OF THE STATE OF THE ART
Road Safety Advances Based on Impact Biomechanics Research
1- It will bring together epidemiology and injury biomechanics to show the safety benefits
of PMHS research.
2- It will contribute to the creation of a novel research model.
3- The project will characterize the 6-dof motion of selectedvertebral bodies during frontal
and oblique impacts (there is no published work in the scientific literature).
4- The project will make use of motion capture techniques, applied to the analysis of the
motion of a car occupant during an impact, which has only been performed by the
University of Virginia until now.
5- BIO-ADVANCE will reduce the complex motion of human spine by using the helical
axis description that will allow to construct a more biofidelic ATD spine.
Page 14
Results of Small Overlap Frontal Crash Tests
Last fall, the Insurance Institute for Highway Safety
publicized its plans to add a small overlap
crashworthiness evaluation to its suite of consumerinformation tests. The new test assesses occupant
protection in a 64 kph, 25 percent offset frontal crash
into a rigid barrier. Small overlap crashes account for
about 20 percent of frontal crashes that result in
serious injury or death.
For most vehicles, a 25 percent overlap frontal
impact misses the primary crashenergy structures
and results in crash forces going directly into the
wheel, suspension system and firewall. Such crashes
often have high levels of occupant compartment
intrusion. Since the impact occurs toward the
vehicle’s outer edge, the vehicle has a tendency to
rotate during the collision, resulting in the driver’s
head moving outboard, away from the frontal airbag. Real crashes of this type result in head injuries
from contact with outboard structures.
Page 15
The IIHS has completed testing of the first group of vehicles – midsize luxury cars. There is a wide
range of performance in the three primary rating categories – structure, injury and occupant
kinematics. Structurally, the Volvo S60 was best, with only a few centimeters of intrusion, whereas
the Lexus IS had nearly ten times as much. Dummies in all vehicles indicated low risk of head or
chest injury, but there was a wide range of leg injury risk.
The Lincoln MKZ and Volvo measures were low, in contrast to high measures for the Lexus ES and
VW CC. Occupant motion varied greatly as well, with the dummy completely missing the front
airbag in the Lincoln.
In comparison, the Acura TL had good dummy interaction with the frontal airbag, and the side
curtain airbag helped protect the head.
Page 16
CESTAR S.C.R.L.
RCAR Member
Via C. Pisacane, 48
20016 PERO (MI)
Tel. 02 38100356
web site: www.cestar.it
Director
Marco Castelli
[email protected]
In charge of the Department for Automotive Study and Research
Eng. Giorgio Ighina
[email protected]
In charge of the Engineering and Design Department
Eng. Andrea Mondini
[email protected]
Engineering and Training
Cestar News Copy Editor
Eng. Luca Ventola
[email protected]

Cestar News RCAR 2012 - Generali Innovation Center for

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